Airbus A220

Airbus A220 / Bombardier C Series
Role - Narrow-body airliner
National origin - Canada
Manufacturer - Bombardier Aerospace (until 2018) / Airbus (2018-present)
First flight - 16 September 2013; 10 years ago
Introduction - 15 July 2016 with Swiss International Air Lines
Status - In service
Primary users - Delta Air Lines / airBaltic / Air Canada / Air France
Produced - 2012-present
Number built - 329 as of April 2024

The Airbus A220 is a family of five-abreast narrow-body airliners by Airbus Canada Limited Partnership (ACLP). It was originally developed by Bombardier and had two years in service as the Bombardier C Series. The program was launched on 13 July 2008. The smaller A220-100 (formerly CS100) made its maiden flight on 16 September 2013, received an initial type certificate from Transport Canada on 18 December 2015, and entered service on 15 July 2016 with launch operator Swiss Global Air Lines. The longer A220-300 (formerly CS300) first flew on 27 February 2015, received an initial type certificate on 11 July 2016, and entered service with airBaltic on 14 December 2016.
In July 2018, the aircraft was rebranded as the A220 after Airbus acquired a majority stake in the programme through a joint venture that became ACLP in June 2019. In August, a second A220 final assembly line opened at the Airbus Mobile facility in Alabama, supplementing the main facility in Mirabel, Quebec. In February 2020, Airbus increased its stake in ACLP to 75% through Bombardier's exit, while Investissement Québec held the remaining stake.
Powered by Pratt & Whitney PW1500G geared turbofan engines under its wings, the twinjet features fly-by-wire flight controls, a carbon composite wing, an aluminium-lithium fuselage, and optimised aerodynamics for better fuel efficiency. The aircraft family offers maximum take-off weights from 63.1 to 70.9 t (139,000 to 156,000 lb), and cover a 3,450-3,600 nmi (6,390-6,670 km; 3,970-4,140 mi) range. Both launch operators recorded better-than-expected fuel burn and dispatch reliability, as well as positive feedback from passengers and crew. As of March 2024, the global A220 fleet had completed more than 1.1 million flights over 1.9 million block hours without accidents.
The 35 m (115 ft) long A220-100 seats 108 to 133, while the 38.7 m (127 ft) long A220-300 seats 130 to 160. The ACJ TwoTwenty is the business jet version of the A220-100, launched in late 2020. The A220 family complements the A319neo in the Airbus range and competes with Boeing 737 MAX 7, as well as the smaller four-abreast Embraer E195-E2 and E190-E2. As of April 2024, a total of 914 A220s had been ordered of which 329 had been delivered and were all in commercial service with 21 operators. Delta Air Lines is the largest operator with 70 aircraft in its fleet.

Development

BRJ-X forerunner concept
Bombardier began discussions with Fokker on 5 February 1996 about acquiring that company's assets, including the 100-seat Fokker 100 short-haul aircraft. However, after evaluating the potential purchase, Bombardier announced an end to the talks on 27 February, and two weeks later, on 15 March, Fokker was declared bankrupt. Bombardier then launched the BRJ-X, or "Bombardier Regional Jet eXpansion" on 8 September, a larger regional jet than the CRJ Series or "Canadair Regional Jet" due to enter service in 2003. Instead of 2-2 seating, the BRJ-X was to have a wider fuselage with 2-3 seating for 85 to 110 passengers, and underwing engine pods. It was comparable to the smallest narrow-body jetliners, like the 2-3 DC-9/MD-80/Boeing 717 or the 3-3 Airbus A318 and Boeing 737-500/737-600. At the end of 2000, the project was shelved by Bombardier in favour of stretching the CRJ700 into the CRJ900.
Meanwhile, Embraer launched its four-abreast E-Jet family for 70 to 122 passengers in June 1999, which entered service in 2004. Airbus launched its 107-117 passengers A318 on 21 April 1999, which entered service in July 2003, as Boeing had the 737-600 first delivered in September 1998.
C Series feasibility study
Bombardier appointed Gary Scott on 8 March 2004 to evaluate the creation of a New Commercial Aircraft Program. A feasibility study for a five-seat abreast C Series was then launched at the biennial Farnborough Airshow in July to investigate development of an aircraft to replace rival manufacturers' aging models: DC-9/MD-80, Fokker 100, Boeing 737 Classic and BAe-146 with 20% lower operating costs, and 15% lower operating costs than then-in-production models: Embraer E-Jet, Boeing 717, etc. The smaller variant (C110) should carry 110 to 115 passengers and the larger (C130) between 130 and 135 passengers over 3,200 nautical miles. The C110 was planned to weigh 60,420 kg (133,200 lb) at MTOW and have a length of 35.0 m (114.7 ft), while the C130 should be 38.2 m (125.3 ft) long and have a 66,000 kg (146,000 lb) MTOW. The aircraft would have 3-by-2 standard seating and 4-abreast business class, 2.1 m (7 ft) stand-up headroom, fly-by-wire and side stick controls. 20 percent of the airframe weight would be in composite materials for the centre and rear fuselages, tail cone, empennage and wings. The first flight was planned for 2008 and entry into service for 2010.
Bombardier's Board of Directors authorized marketing the C Series on 15 March 2005, seeking firm commitments prior to program launch. In May, the C Series development was evaluated at US$2.1 billion, shared with suppliers and partner governments for one-third each. The Government of Canada would invest US$262.5 million, the Government of Quebec US$87.5 million and the Government of the United Kingdom US$340 million (£180 million), repayable on a royalty basis per aircraft. The UK contribution is part of an investment partnership for the location of the development of the composite wings and other parts at the Belfast plant, where Bombardier bought Short Brothers in 1989.
Search for engines & one-year development break
Despite government support, Bombardier had difficulty finding the right powerplant for the C Series in June 2005 after failing to get the two engine consortia International Aero Engines (IAE) and CFM International (CFMI) to compete for the C Series contract. IAE had offered a new centreline engine in the 21,000-23,000 lb (93-102 kN) thrust class, while CFMI was not yet ready to offer its next-generation CFM56 engine, as Bombardier required a significant upgrade in the event of an engine derivative for the C Series program. Both prospective engine suppliers for the C Series program were uncertain about the aircraft market projections after Bombardier failed to address these concerns, but they left the door open to future discussions of a potential program. Bombardier then returned to Pratt & Whitney (P&W) in search of the right engine for the C Series, although the company had already rejected a PW6000 derivative offered by P&W a year earlier, maintaining its original plan to launch the all-new aircraft program only with a new centreline engine as well.
Bombardier announced on 31 January 2006 that market conditions could not justify the launch of the program, and that the company would reorient C Series project efforts, team and resources to regional jet and turboprop aircraft. A small team of employees were kept to develop the C Series business plan and were further tasked to include other risk-sharing partners in the program.
Bombardier announced on 31 January 2007 that work on the aircraft would continue, with entry into service planned for 2013. In November 2007, Bombardier finally selected the P&W Geared Turbofan (GTF), now the PW1500G, already selected to power the Mitsubishi Regional Jet, to be the exclusive powerplant for the C Series, rated at 100 kN (23,000 lbf).
Program launch & type redesignation
Bombardier's Board of Directors authorized offering formal sales proposals of the C Series to airline customers on 22 February 2008, due to its 20% lower fuel burn and up to 15% better operating costs compared to similarly sized aircraft produced at the time. This interested Lufthansa, Qatar Airways and ILFC. In a press conference on the eve of the opening of the Farnborough Airshow on 13 July, Bombardier Aerospace formally launched the C Series, with a letter of interest from Lufthansa for 60 aircraft, including 30 options, at a US$46.7 million list price. The aircraft fuel efficiency would be 2 litres per 100 kilometres (120 mpg‑US) per passenger in a dense seating. Bombardier estimated the market for the 100- to 150-seat segment at 6,300 aircraft over twenty years, representing more than $250 billion in revenue, with the company expected to generate up to half of that.
Bombardier redesignated the C110 and C130 as CS100 and CS300, respectively in March 2009. The models were offered in standard- and extended-range (ER) variants; and additionally, an extra thrust (XT) variant of the CS300 was also offered. Bombardier subsequently settled on a single variant, with the ER becoming the new standard.
Prototype manufacturing
At the program launch in July 2008, Bombardier announced that final assembly of the C Series would be done in Mirabel, wings would be developed and manufactured in Belfast and the aft fuselage and cockpit would be manufactured in Saint-Laurent, Quebec. The centre fuselage was to be built by China Aviation Industry Corporation (AVIC)'s affiliate Shenyang Aircraft Corporation. In March 2009, Bombardier confirmed major suppliers: Alenia Aeronautica for the composite horizontal and vertical stabilisers, Fokker Elmo for the wiring and interconnection systems and Goodrich Corporation Actuation Systems: design and production of the flap and slat actuation systems.
By June 2009, 96% of billable materials had been allocated, with the company settling on various companies for remaining components and systems: Rockwell Collins for the avionics, Zodiac Aerospace for the interiors, Parker Hannifin for the fully integrated fuel and hydraulics systems, Liebherr-Aerospace for the air management system, and it was also anticipated that wireless In-Flight Entertainment (IFE) might be feasible when the C Series entered service. By November, the first wing had been assembled at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland. In the same month, construction of a composite wing manufacturing facility at the Belfast site started and the first flight of the C Series was expected by 2012. In 2010, Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate the aircraft production.
Test preparation & high-density concept
Bombardier was about to reach the design freeze for the C Series in January 2010 and announced that CS100 deliveries were planned to start in 2013, and CS300 deliveries would follow a year later. In November 2011, Bombardier expected a second-half 2012 first flight as it was to receive the first fuselage package until mid-2012 at the earliest and Pratt & Whitney still had "a little bit more work to do" to meet the requirement. In June 2012, Bombardier reaffirmed the first flight should happen before the year's end with subsequent entry into service remaining 2013. In July 2012, Bombardier began discussions with AirAsia at the Farnborough Airshow about a 160-seat "high-density" concept, which was then included in the CS300 project in November, although the airline rejected the proposal. In the same month, Bombardier said that some areas of the program were late due to unspecified supplier issues, and announced a delay of six months to both the first flight to June 2013 and entry into service of the CS100 one year later.
An extensive program update was presented on 7 March 2013, with the first Flight Test Vehicle (FTV) was displayed in a near-complete state, along with three other FTVs in various states of assembly: one such FTV confirmed the 160 seat high-density concept for the CS300, featuring two sets of over-wing emergency exits. The first FTV's electrical system was powered up in March, while tests on the static airframe proceeded satisfactorily and on schedule. In June, Bombardier again delayed the first flight into July on account of software upgrades and final ground testing. On 24 July, after a protracted system integration process, the first flight was delayed into "the coming weeks". On 30 August, Bombardier received the flight test permit from Transport Canada, granting permission to perform high speed taxi testing and flight testing.
Flight testing & program delays
The CS100 took off for its maiden flight from Bombardier's facility at Montréal-Mirabel International Airport in Quebec on 16 September 2013. Over 14,000 data points were gathered on this flight; after reconfiguration and software upgrades, FTV1 flew for the second time on 1 October. On 16 January 2014, the planned entry-into-service date was delayed into the second half of 2015 due to certification testing issues; the CS300 remained set to follow approximately six months after the CS100. One of the four FTVs suffered an uncontained engine failure on 29 May 2014. Consequently, flight testing was suspended until an investigation could be completed. The incident kept Bombardier from displaying the C Series at one of the most important aerospace events in that year, Farnborough Airshow. In August, Bombardier changed the program's management and slashed its workforce. On 7 September, flight testing was resumed after the engine problem had been isolated to a fault in the lubrication system.
The CS300 made its maiden flight from Mirabel airport on 27 February 2015, seven days after the tested FTVs had accumulated over 1,000 flight hours. The flight test results surpassed the company's guarantees for noise, economics and performance, meaning a longer range than advertised could be possible. The fifth CS100 completed its first flight on 18 March, and nine days later, Bombardier confirmed on 27 March that initial type certification for the CS100 would be issued by the Canadian aviation regulator in late 2015 with entry into service expected in 2016. At the Paris Air Show in June, Bombardier released updated performance data, showing improvements over the initial specifications. The CS100 passed the required certification tests by mid-November. On 25 November, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability. The final prototype, FTV8, the second CS300 with a complete interior, made its first flight on 3 March 2016.
Type certification
The smallest model in the series, the 110- to 125-seat CS100, received type certificate from Transport Canada on 18 December 2015, and simultaneously from US Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) in June 2016, clearing the way for delivery to the launch operator, Swiss International Air Lines. The largest model, the 130- to 145-seat CS300, obtained its type certificate from Transport Canada on 11 July 2016, from the EASA on 7 October that cleared the delivery to its launch operator airBaltic, and from the FAA on 14 December 2016. Both models were awarded a common type rating on 23 November 2016 simultaneously from Transport Canada and EASA, allowing pilots to qualify on both types interchangeably.
Bombardier conducted steep 5.5˚ approach landings tests at London City Airport (LCY) in March 2017, and announced one month later, April 2017, that the CS100 received Transport Canada and EASA steep approach certification.
Entry into service
The first C Series, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal-Mirabel International Airport, and began commercial service on 15 July with a flight between Zürich and Paris. The launch operator stated in August, that "the customer feedback is very positive with the expected remarks concerning the bright cabin, reduced noise, enough leg room and space for hand luggage as well as the comfortable seats. Also, the feedback from our pilots is gratifying. They especially like the intuitive flying experience.".
The first CS300 was delivered to second C Series operator AirBaltic on 28 November, and began revenue service on 14 December with a flight from Riga to Amsterdam in a two-class, 145-seat configuration. The type launch operator lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s.
Upon introduction, both variants were performing above their original specifications, with airBaltic reporting that the CS300 range was 2% better, as were its per seat and per trip cost, and burned over 1% less fuel at 2,600 L/h. On long missions, the CS100 was up to 1% more fuel efficient than the brochure and the CS300 up to 3%. Therefore, Bombardier would update its performance specifications later in 2017. The CS300 burned 20% less fuel than the Airbus A319ceo, 21% less than the Boeing 737 Classic while the CS100 18 to 27% less per seat than the Avro RJ100. Furthermore, the CS300 was designed to be 6 t (13,000 lb) lighter than the Airbus A319neo and nearly 8 t (18,000 lb) lighter than the Boeing 737 MAX 7, giving it an operating cost advantage of up to 12%.
After 28,000 engine hours in 14 in-service aircraft with a dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 after 2,400 hours, while airBaltic replaced another one in June. Swiss initially flew six sectors a day and by July up to nine a day with an average time of 1 hours 15 minutes. airBaltic's flight length averaged 3 hours, and the average fleet daily usage was 14 hours. On 8 August, following the steep approach certification by EASA, Swiss operated its first revenue flight to London City from Zurich, replacing the Avro RJ. As of September, the C Series fleet had undergone 20 A Checks with no significant maintenance issues, and over 1.5 million passengers had 16,000 revenue flights in the 18 aircraft in service, making up to 100 revenue flights per day on 100 routes: most used were up to 17 hours per day and up to 10 legs per day. Thirty-five minute turnarounds allowed 11 legs per day. On 22 December, after months of engine delivery delays, Korean Air became the third and latest operator of C Series after receiving its first CS300, and completed its first revenue flight from Seoul to Ulsan on 20 January 2018.
A220 rebranding
The aircraft was rebranded A220 as a family name (formerly C Series) with A220-100/300 (formerly CS100/CS300) as variant name on 10 July 2018, following the Airbus partnership ten days earlier. Financial issues at Bombardier due to the C Series programme and production delays, stiff competition and ultimately a dumping petition by Boeing paved the way for the partnership.
Financial issues (CSALP set-up)
During the feasibility study prior to the programme launch, development costs for the C Series were evaluated at $2.1 billion in May 2005, shared with suppliers and partner governments for one-third each. In November 2009, when the first C Series wing was assembled for prototype manufacture, development costs rose to approximately $3.5 billion. Programme delays during the test preparation and flight test phase also resulted in order cancellations, including from the Swedish lessor.
In 2015, in exchange for help in the final development stages of the "overdue and over-budget" aircraft, Bombardier offered to sell a controlling stake in the C Series programme to Airbus but then had to look for alternatives after the latter confirmed in October that it had turned down the offer. Just days prior, the Government of Quebec reiterated its willingness to provide Bombardier with financial aid, if it were requested. On 29 October, Bombardier took a CA$3.2 billion write-down on the C Series. The Trudeau government indicated that it would reply to Bombardier's request for $350 million in assistance after it took power in early November. On the same day, the Quebec government invested CA$1 billion in the company to save the struggling programme. In early November, a Scotiabank report indicated that the company and the programme would probably need a second bailout, and that even then the C Series would probably not make money. When Transport Canada granted type certification for the CS100 in December 2015, C Series' total development costs, including the aforementioned write-offs, were $5.4 billion. At the time, the C Series had 250 firm orders and letters of intent, plus commitments for another 360, mostly for the CS300.
Bombardier reportedly requested a CA$1 billion aid package from the Canadian Government in April 2016. The Government then offered an aid package without divulging the amount or conditions imposed. In July, Bombardier set up the C Series Aircraft Limited Partnership (CSALP) together with Investissement Québec. The Government finally announced in February 2017 a package of CA$372.5 million in interest-free loans for the company, with the programme to receive one-third.
Production delays
In 2016, Bombardier achieved its goal of delivering seven C Series aircraft to both launch operators, Swiss and airBaltic. Production was then set to ramp to 30-35 aircraft deliveries in 2017 after PW1500G engine supply and start issues were resolved. However, the C Series delivery goal for 2017 had to be revised to 20-22 aircraft only, due to persistent engine delivery delays, and finally, only 17 deliveries were completed in the year.
By the time the Airbus partnership came into effect on 1 July 2018, a total of 37 C Series had been delivered, which was a very low production rate considering Bombardier had forecast at the programme launch, 315 annual deliveries from 2008 to 2027 for 100- to 150-seat airliners, up to half of that (157 units) would be delivered by the company itself. However, the average production rate of the six available models (B737-700, A318/A319, CS100/CS300 and E195) was fewer than 80 aircraft per year for the first 10.5 years.
Stiff competition
The C Series competed with the smaller variants of the A320 family aircraft. The 2010 order for 40 CS300s and 40 options from Republic Airways Holdings - then owner of exclusive A319/320 operator Frontier Airlines - also pushed Airbus into the A320neo re-engine. Airbus opted to compete aggressively against the C Series rather than ignoring it, as Boeing had done with Airbus. Airbus dropped the A320's price in head-to-head competition, successfully blocking Bombardier from several deals.
The effect of stiff competition and production delays was apparent in early 2016. On 20 January, United Continental Holdings ordered 40 Boeing 737-700s instead of the C Series due to the availability of the type that already in full production, and commonality with the United's 737 fleet of 310 aircraft. Boeing also reportedly gave United a massive 73% discount on the 737 deal, dropping the price to $22 million per unit, well below the CS300 market value at $36 million. David Tyerman, an analyst with Canaccord Genuity said to the Toronto Star: "This just shows how difficult it is for Bombardier to win orders these days ... It also raises the question of how profitable the next C Series order they win will be for them."
Boeing dumping petition
On 28 April 2016, Bombardier Aerospace, a division of Bombardier Inc., recorded a firm order from Delta Air Lines for 75 C Series CS100s plus 50 options. On 27 April 2017, The Boeing Company filed a petition for dumping them at $19.6m each, below their $33.2m production cost. On the same day, both Bombardier and the government of Canada rejected Boeing's claim, vowing to mount a "vigorous defence".
On 9 June 2017, the US International Trade Commission (USITC) found that the US industry could be threatened and should be protected. On 26 September, after lobbying by Boeing, the US Department of Commerce (DoC) alleged subsidies of 220% and intended to collect deposits accordingly, plus a preliminary 80% anti-dumping duty, resulting in a duty of 300%. The DoC announced its final ruling, a total duty of 292%, on 20 December, hailing it as an affirmation of the "America First" policy.
In October 2017, with financial issues already mounting, Bombardier was indirectly forced by the US government tariffs to relinquish 50.01% of its stake in the C Series program to Airbus for a symbolic CAD$1, and would produce C Series aircraft in the United States. The aircraft family was also subsequently renamed the Airbus A220.
On 10 January 2018, Canada formally filed a complaint at the World Trade Organization (WTO) against the United States over the affair. On 26 January, the four USITC commissioners unanimously reversed their earlier claims, finding that US industry is no longer threatened and no duty orders will be issued, overturning the imposed duties. The Commission public report was made available by February 2018. On March 22, Boeing declined to appeal the ruling. In 2020, amid mounting debts, Bombardier sold its remaining A220 stake to Airbus and exited the commercial plane business. With this deal, Airbus's stake in the A220 programme increased from 50.01% to 75%, while the Quebec government's holding rose to 25%, although it will not be injecting any new money into the program.
Airbus partnership (ACLP rename)
Bombardier and Airbus announced on 16 October 2017 that Airbus would acquire a 50.01% majority stake in the CSALP partnership, with Bombardier keeping 31% and Investissement Québec 19%. Airbus paid no money, incurred no debt and assumed no liability for its share in the programme, but its supply chain expertise should save production costs, and a second assembly line would be built at its production facility, Airbus Mobile, in Mobile, Alabama. While assembling the aircraft in U.S. could circumvent the 292% duties proposed in the Boeing dumping petition, Airbus CEO Tom Enders and Bombardier CEO Alain Bellemare assured that this factor did not drive the partnership. However, negotiations began in August 2017 after the filing in April and the decision in June to proceed, and Boeing was therefore suspicious. Airbus CCO John Leahy considered that Boeing indirectly forced the C Series programme into Airbus hands by pressing the U.S. administration for massive tariffs on the aircraft. Bombardier CEO predicted that the partnership would significantly accelerate sales as it would bring certainty to the C Series programme through Airbus's global scale. AirInsight estimated that Airbus's corporate strength would increase the C Series share of the 100- to 150-seat aircraft market over 20 years, from 40% of 5,636 aircraft (2254 sales) to 55-60%, around 3,010 aircraft. Airbus would retain Bombardier as a strategic partner beyond the period required in the clauses, allowing it to acquire Investissement Québec's stake no earlier than 2023 and Bombardier's stake no earlier than 2025, but with main production remaining in Mirabel, Québec until at least 2041. The partnership was subject to regulatory approvals, and during competition investigation, Airbus and Bombardier were to operate separately and clean teams planned the integration with privileged access to competitively sensitive data but separated from their management.
Embraer assured at the Dubai Airshow in November 2017 that its base country Brazil would sue Canada for its subsidies to Bombardier through the World Trade Organization, because the competitor viewed C Series as a heavy, expensive, and long, thin-haul aircraft outperforming the range of its own E-Jet E2, a close rival for market share. Previously, in October 2017, Boeing was reportedly concerned over its ability to match fleet package deals enabled by the partnership. Then, in December 2017, The Wall Street Journal reported Boeing was planning to offer Embraer more than the company's $3.7 billion market value to set up a joint venture, in what aviation industry analysts said was a reaction to the partnership. The Boeing-Embraer joint venture was announced in February 2019, but before the antitrust investigations were completed, the deal was unilaterally terminated by Boeing in April 2020 due to impact of the 2019-20 coronavirus pandemic on aviation.
The antitrust investigation was due to be completed ahead of Farnborough Airshow 2018 to allow for a marketing boost, and it was planned to rebrand the C Series as an Airbus model, with A200 suggested as a family name and A210/A230 for the CS100 and CS300. On 8 June, following regulatory approval, the partnership confirmed that Airbus would take a majority stake on 1 July. The head office, and leadership team would remain in Mirabel, while the programme team would be formed by leaders from both Airbus and Bombardier and headed by Philippe Balducchi, then Head of Performance Management at Airbus Commercial Aircraft. Bombardier would fund any required cash shortfalls up to US$610 million from the second half of 2018 to 2021. Ten days after programme control was transferred to Airbus, the aircraft was rebranded with A220 as the family name (formerly C Series) and A220-100/300 for the former CS100/CS300 variants. Later, on 1 June 2019, the CSALP joint venture was renamed to Airbus Canada Limited Partnership (ACLP) and adopted the Airbus logo as its sole visual identity.
Bombardier exit
After reassessing its participation in January 2020, Bombardier exited the A220 programme in February 2020, selling its share to Airbus for $591 million. Airbus thus owned 75% of the programme; the remaining 25% of shares were held by Investissement Québec. Under the acquisition terms Airbus acquired Bombardier's option to buy out Investissement Québec's share from 2023, with a revised option date of 2026. Airbus also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent, to be taken through the Airbus subsidiary, Stelia Aerospace.
Airbus and the government of Quebec agreed in February 2022 to invest a further $1.2b in Airbus Canada, to support the acceleration of the A220 production rate to 14 A220s per month. Accordingly, Airbus would invest $900m into the aircraft programme and Investissement Québec $300m, allowing the partnership to continue until the programme becomes profitable in the middle of the decade. In addition, 2030 had been set as the new earliest date for Airbus to acquire the remaining shares, with Quebec hoping to definitely profit from the sale.
Production
The Airbus partnership in July 2018 decided to keep the primary final assembly line (FAL) in Mirabel, Quebec, with its 2,200 workforce. The secondary FAL in Mobile would start deliveries in 2020 with a monthly production rate of four, rising to six for a capacity of eight while the main Mirabel FAL could go to ten. Airbus CFO predicted a production potential of more than 100 A220 per year. The company targeted over 100 orders of A220 in 2018 and 3,000 over 20 years, half of the 100- to 150-seat market, and needed a supply chain cost reduction over 10%. It then sought to reduce costs from all suppliers, including Bombardier, wing builder Short Brothers and engine manufacturer Pratt & Whitney, and had reportedly pushed its suppliers to lower their prices by 20% for more volume, or to switch them, towards 150 yearly deliveries.
As of January 2019, the A220 suppliers were Liebherr for the landing gear, air management system and pneumatics; UTC Aerospace for the electrical system and lighting; Parker for the fuel, hydraulics and fly by wire systems, Goodrich for the engine nacelle; Meggitt for the wheels and brakes; Michelin for the tires; Spirit for the pylons; Honeywell for the APU; and PPG supplies the windows. Supplier costs could be cut by 30-40% through Airbus's market power, as a 10% procurement costs decrease would add six gross margin points to the programme. Airbus waited to win several new orders before increasing pressure on suppliers and catching their attention in 2019 with the sale of 135 A220s to U.S. airlines, including a follow-up order from Delta. The market share was split between 80% A220-300 and 20% A220-100. Delivery rates continued to climb with the new brand, reaching a total output of 33 in 2018, and then rising to 48 A220 in 2019.
The groundbreaking ceremony for the $300 million final assembly line (FAL) at the Airbus Mobile plant in Mobile, Alabama was held on 16 January 2019; on this occasion Airbus confirmed its confidence that there is enough demand to justify two assembly sites and that the airliner can be profitable. On 5 August 2019, production started at the Mobile facility, which was not due to be finished until 2020; work started early to ensure that the first delivery schedule could be met.
The removal of Bombardier's financial constraints in February 2020 gave Airbus greater latitude for further investment in the programme, which will be needed to ramp up production rates, though this will push back the break-even point of the programme to the mid-2020s. The program cost was US$ 7 billion. On 2 June 2020, the first A220 produced in Alabama completed its first flight. By that date, production of the first aircraft for JetBlue Airways had also started. The first US-assembled A220 aircraft, an A220-300, was delivered to Delta on 22 October 2020.
In January 2021, as Airbus reviewed its production rates following a shift in demand away from wide-bodies affected by the COVID-19 pandemic, the A220 was expected to reach a production rate of five aircraft per month by the end of the first quarter as previously foreseen. In May 2021, Airbus targeted a production rate of six per month from early 2022, and intends to reach 14 (ten in Quebec and four in Alabama) per month by the middle of the decade to be profitable.
On 10 January 2022, Airbus introduced a "sub-assembly line" or the A220 pre-FAL, a U-shaped pre-assembly line with four stations used for preparatory work and seven for the actual equipping, in order to install systems earlier, stabilising the production process. The equipped fuselage sections are then moved to the FAL in Mirabel or in Mobile at a rate of six per month as of November 2022. These investments had accelerated A220 production and confirmed that the programme is on track to reach its target rate of 14 aircraft per month by mid-decade. The 50th US-assembled A220 aircraft, an A220-300, was delivered to Breeze Airways on 30 August 2023.

Further development

Performance improvements
After beating performance promises by 3%, performance improvement packages shaving operating costs were explored prior to the Airbus partnership; these could include putting doors on the exposed main wheels, reducing drag but adding weight and complexity, and adding two to three more seats by moving the aft lavatory, without reducing the seat pitch. On 21 May 2019, Airbus announced a 2,268 kg (5,000 lb) MTOW increase from the second half of 2020, from 60.8 to 63.1 t (134,000 to 139,000 lb) for the A220-100 and 67.6 to 69.9 t (149,000 to 154,000 lb) for the A220-300, expanding the range by 450 nmi (830 km; 520 mi): the A220-300 to 3,350 and 3,400 nmi (6,200 and 6,300 km; 3,860 and 3,910 mi) for the A220-100. With the Airbus ruleset (90 kg (200 lb) passengers with bags, 3% enroute reserve, 200 nmi (370 km; 230 mi) alternate and 30 minutes hold), the 108-seat A220-100 could reach 3,800 nmi (7,000 km; 4,400 mi) and the 130-seat A220-300 would achieve a range of 3,500 nmi (6,500 km; 4,000 mi) while being limited by its fuel capacity. With a denser economy seating at a 30-inch pitch down from 32, a 116-seat A220-100 would still reach 3,700 nmi (6,900 km; 4,300 mi) and a 141-seat A220-300 would exceed 3,350 nmi (6,200 km; 3,860 mi).
In February 2020, Airbus announced an increase in payload capacity, achieved through a 1.8 t (4,000 lb) increase in the maximum zero-fuel weight and maximum landing weight of both the -100 and the -300, to be introduced as an option from 2022. From 2021, David Neeleman's Breeze Airways project should receive A220-300s with extra fuel tanks for 4,000 nmi (7,400 km; 4,600 mi) of range, allowing transatlantic flights or long routes like Orlando-Curitiba, Brazil, more range than the A321LR with 70% lower trip costs than A330s.
In March 2021, Airbus offered a further 1 t (2,200 lb) increase to the MTOW of the A220-300, to 70.9 t (156,000 lb), available from mid-2021 and providing another 200 nmi (370 km; 230 mi) of additional range to 3,550 nmi (6,570 km; 4,090 mi). On long routes the payload will be increased by about 900 kg (2,000 lb).
Business jet (ACJ TwoTwenty)
In October 2020, Airbus announced an Airbus Corporate Jets (ACJ) variant of the A220-100, to be known as the ACJ TwoTwenty, with a range of 5,650 nmi (10,460 km; 6,500 mi) and cabin space of 73 m2 (790 sq ft) for 18 passengers. On 17 May 2021, the first section of the ACJ TwoTwenty, the mid-fuselage section, had arrived at the A220 Final Assembly Line in Mirabel within the programme time frame and marked the start of the first Airbus corporate jet ever assembled in Canada. The business jet made its first flight on 14 December 2021, before delivery to Comlux to be outfitted with a VIP cabin in Indianapolis.
Stretched variant (A221)
In May 2015, The Wall Street Journal reported that a stretched variant, tentatively dubbed the CS500, was being studied to compete with the 160- to 180-seat versions of the Boeing 737 and A320 airliners. The existing wing would be capable of supporting such a stretched version. After the Airbus partnership in 2018, the possible stretched variant was appropriately renamed the A220-500, which would allow Airbus to enlarge its A320-family replacement to better compete with the proposed Boeing New Midsize Airplane. In January 2019, Airbus hinted that a larger A220 variant could be developed, owing to ramped-up production and market demand for the current production models.
Speculation about a stretched variant continued in November 2019, with Air France mentioning an A220-500 during an investor briefing on its modernisation strategy. In January 2022, Luxembourg flag carrier Luxair expressed interest in the A220-500 as the airline sought to simplify its operations and avoid operating a mixed fleet of narrow-body aircraft, similarly to airBaltic, which was also said to be looking forward to the stretched variant to complement its A220-300 fleet, while Breeze Airways eyed a longer-range variant. In the same month, following Allegiant Air's decision to walk away from the A220, due in part to the uncertainty surrounding the launch of the A220-500, Airbus CCO Christian Scherer said the stretched A220 variant was planned, although it was not an agenda item for a short-term decision.
In July 2022, Airbus solicited an engine proposal from Pratt & Whitney and CFM International as a possible second supplier for the newly stretched variant, as well as the existing variants. In September, Airbus CEO Guillaume Faury signalled to investors at Capital Markets Day that a stretched variant is necessary to increase the A220 family's share of the narrowbody market, adding, "but we don't want to be right too early". The A220-500 could be launched only once the production is geared up and the programme is profitable. If launched in 2025, it would enter service in 2028-2029 and Airbus could accept the risk for the A320neo backlog, more so as Boeing is not expected to launch a new narrowbody before 2030. Another issue is that with the same wing and uprated engines, the A220-500 would have a shorter range than the -300 variant, which essentially has the same range as the A320neo of 3,400 nmi, less than the Boeing 737 MAX 8 advertised by Boeing at 3,550 nmi. Increasing the range to at least the level of the A320neo would require extensive modification work, making development more expensive and reducing the aircraft's competitiveness.
In May 2023, Bloomberg reported that Airbus was reviewing the proposed stretched variant to compete more directly with the 737 MAX 8 and free up space for more A321 production. The concept, which Airbus now calls the A221, is gaining clarity as the company mulls an upgrade to the A220 wing design and accelerates design studies. These efforts aim to meet growing market demand and improve the aircraft's overall performance to become a more distinct model within the A220 Family.
Further certification
In December 2018, the EASA approved Category IIIa/IIIb instrument approaches for autolanding the A220 with no decision height but runway visibility minimum requirements.
In January 2019, A220 powered with PW1500G gained ETOPS 180 approval from Transport Canada, allowing direct routes over water or remote regions. The A220 was the first commercial airliner to obtain domestic ETOPS certification from Transport Canada.
In July 2021, the EASA had officially approved an increase in the A220-300's maximum seating to 149 passengers, subject to a modification on an overwing exit slide. In September 2021, Airbus entered into talks with the Civil Aviation Administration (CAA) of China over the certification of the A220 in order to enter the large Chinese aviation market, particularly in the western part of the country. In November 2022, Airbus was working to certify the 160-seat high-density A220-300. At the 2023 Dubai Airshow, Airbus confirmed that it is seeking certification of the A220-300 for steep approach landings at London City Airport (LCY).
Design
The Airbus A220 family is a five-abreast single-aisle airliner originally developed by Bombardier as the C Series, targeting the 100- to 150-seat market segment between regional airliners and mainline airliners, and became the only one built specifically for this class. The design goal of the unique aircraft was to improve fuel efficiency, as well as operating costs, passenger comfort and range while reducing noise and emissions. These environmental benefits make the A220 family aircraft suitable for urban operations and noise-sensitive airports.
Cockpit
The cockpit features the Rockwell Collins Pro Line Fusion avionics suite, which incorporates five 15.1 in (380 mm) displays along with comprehensive navigation, communications, surveillance, engine-indicating and crew-alerting system (EICAS), electronic checklist, aircraft maintenance systems, and can be equipped with head-up displays. Other elements of the avionics and other subsystems include Parker Hannifin's flight control, fuel and hydraulics systems; Liebherr Aerospace's air management system; and United Technologies Corporation's air data system, flap and slat actuation systems. The cockpit includes a dual flight management system, multi-scan weather radar, fly-by-wire flight controls with full envelope protection & speed stabilisation, Cat IIIa Autoland, and side-stick controllers. The cockpit layout is common to the -100 and the -300 variants, enabling pilots to fly either variant with the same type rating.
Cabin
The five-abreast cabin cross section has 18.5 in (47.0 cm) wide economy seats, 19 in (48.3 cm) wide middle seats, and a 20 in (50.8 cm) wide aisle for fast turnarounds (20 min). The rotating overhead bins offers 70 L (2.5 cu ft) of storage per passenger to allow one carry-on bag per passenger. Lavatories have improved accessibility for passengers with reduced mobility. Two flex zones allow modular cabin elements such as stowage areas and partitions to be customised. The cabin is lighted naturally through 11 in × 16 in (27.9 cm × 40.6 cm) windows at every seat row and artificially by customisable colour LEDs. The aircraft offers overhead video display, wireless content distribution and Ku band connectivity, and can be equipped with in-flight-entertainment. The onboard environment, entertainment offerings and mood lighting are controlled via an integrated cabin management system. It has a 4 in (10.2 cm) higher ceiling as well as 20% larger luggage bins than other aircraft in its class. The seat is 2.5 cm (0.98 in) wider than the Airbus A320 and 5.0 cm (1.97 in) wider than the Boeing 737. The A220 has a larger window than the A320. The new A220 Airspace XL bins would be available and retrofittable from 2025, offering up to 19 additional passenger bags on the A220-300 and accommodating longer and heavier payload items thanks to the four-frame design. The bins would also reduce maintenance and the effort for cabin crew to close the bin doors, resulting in an overall shorter turnaround time and about 300 pounds lighter cabin structure.
Airframe
Commonality between both variants of the A220 family is over 99%. To support higher loads, the A220-300's wing and centre wing box are structurally reinforced, as is the centre fuselage, which is 3.4 m (11 ft) longer than the -100 variant, and the main landing gear. Extensive use of aluminium-lithium in the fuselage, and carbon composite in wings, empennage, rear fuselage section, and engine nacelles reduces weight and increases corrosion resistance, resulting in better maintainability. The overall airframe consists of 70% advanced lightweight materials, comprising 46% composite materials and 24% aluminium-lithium. The aircraft features a low drag nose and tailcone design, minimum fuselage wetted area and optimised wing aerodynamics.
The nose landing gear is common for both variants, while the -300 main landing gear is slightly reinforced. The -100 has three pairs of disc brakes, the -300 one more.
Engine
The A220 is powered by two Pratt & Whitney PW1500G underwing turbofans. Its geared turbofan (GTF) architecture and advanced engine core improves efficiency and reduces the stage and parts count. The PW1500G has a 20 dB margin to Chapter IV noise limits, and high-efficiency components and advanced combustor technologies reduce CO2 and NOx emissions. It was certified in February 2013, the first variant in the PW1000G range. At that time, the PW1500G was the turbofan engine with the highest bypass ratio (BPR) of 12:1, only slightly lower than the 12.5:1 BPR of the later released PW1100G powering the A320neo family. Each engine can produce 84.5 to 104 kN (19,000 to 23,300 lbf) of thrust flat rated at ISA +15°C. The PW1500G was designed to reach 12% better fuel economy than previous generation engines.
Efficiency
Airbus states that the structural technology, aerodynamic design, ultra-high bypass GTF engine, and state-of-the-art flight control and systems together can save fuel burn per seat, CO2 and NOx emissions, as well as provide a reduction in maintenance costs and operating cost per seat, plus a reduced noise footprint with a 18 EPNdB margin to chapter 4 noise limits. Around two thirds of the overall fuel efficiency are attributed to the GTF engines, and one third to lightweight structures, state-of-the-art aerodynamics and systems.
Operational history
After successfully entering commercial service as the C Series for two years in 2016, performing above its original specifications and receiving positive feedback from customers in Europe and Asia, the only airliner purpose-built for the 100-150 market seats has expanded its operations worldwide to America, Africa and Australia as the A220 following the Airbus partnership.
2018
On 20 July 2018, the first aircraft with Airbus branding, an A220-300, was delivered to the type launch operator airBaltic, and in the same month, the airline launch customer of the type, Korean Air, received also its first rebranded A220-300. On 26 October, the first American operator Delta Air Lines received its first A220, an A220-100, of its order for 75, which was previously disputed by Boeing. Delta configured the A220-100 with 109 seats, including 12 first class, 15 in Delta Comfort+ and 82 in the main cabin, and on 7 February 2019, the airline operated its maiden A220-100 flight with service from New York-LaGuardia Airport to Dallas-Fort Worth. On 21 December 2018, Air Tanzania received its first A220, an A220-300, to be based in Dar es Salaam. The flag carrier became the first African operator and the fifth worldwide to operate the A220 family aircraft, which had already been flying in Europe, Asia and America.
2019
As of April 2019, the global A220 fleet of 60 aircraft had completed more than 90,000 flights in 120,000 block hours on more than 170 routes to 130 destinations and carried 7 million passengers: most used were up to 18 hours and 13 legs per day. By July, the launch operator, Swiss Air Lines successfully completed C checks on its A220 fleet, performed by SAMCO Aircraft Maintenance in its MRO facilities at Maastricht Airport. On 6 September 2019, Egyptair received its first A220 of its order for 12, a -300 with 140 seats: 15 premium and 125 economy seats. Its final A220-300 was delivered on 5 October 2020. On 29 November 2019, the 100th A220, an A220-300, was delivered to the type launch operator, airBaltic. At that time the airline operated the longest flight by an A220 - a 6.5-hour flight from Riga to Abu Dhabi. That year, airBaltic became the first airline capable of providing a full scope of maintenance for the A220-300. On 20 December 2019, Air Canada received its first A220-300 of its order for 45 aircraft and became the second North American operator of the A220. Canada's flag carrier began A220 flights on 16 January 2020 between Calgary and Montreal. The airline expected A220-300s to be 15% cheaper to operate per seat than the Embraer 190s they will replace.
2020
During the height of the COVID-19 pandemic, the number of flights on many routes was reduced by more than 80% over the same period in 2019. The A220's features made it popular with airlines, as they preferred smaller aircraft with similar range and economic performance as larger ones, in order to keep the load factor high enough. Delta grounded their 62 A320s, for example, but continued to sell flights on their 31 A220-100 models and Swiss only operated 30% of their A320s but maintained flights on 45% of their 29 A220s. Between May and December 2020, airBaltic operated all its flights with its A220-300s to minimize complexity. By November, the global A220 fleet of 135 aircraft had completed more than 295,000 flights over 440,000 block hours on more than 400 routes to 225 destinations with a daily utilisation of up to 18 hours and 13 legs per day. On 31 December, JetBlue Airways took delivery of its first A220-300 from a total order of 70 aircraft. The second US operator of A220 family aircraft began its revenue flight from Boston Logan International Airport to Tampa International Airport and expected around 30% lower direct operating cost per seat than its E190 fleet to be replaced, which came from both fuel and non-fuel savings. JetBlue configured its A220-300 with 140 seats and an expanded width of 18.6 inches, including ViaSat-2 connectivity.
2021
By January 2021, airBaltic's A220 fleet had completed close to 60,000 flights over 141,000 block hours, carrying over 5.6 million passengers as it completed C checks on the first seven aircraft of its fleet. On 22 April 2021, Air Manas received its first A220-300 of planned three aircraft to be based in Bishkek, Kyrgyzstan and became the first operator in the CIS states to introduce the A220. On 26 May 2021, Swiss took delivery of its thirtieth and last A220 at Zurich Airport. On 27 July 2021, Réunion Island-based Air Austral became the first French A220 operator after receiving its first A220-300 of three planned to replace its ATR 72-500 and Boeing 737-800 aircraft, to be operated to Mauritius, Mayotte, Seychelles, South Africa, Madagascar and India. On 29 September 2021, Air France, the largest A220 customer in Europe, received its first A220-300 from an order for 60 aircraft, to be operated on the airline's medium-haul network with a 148 passengers single-class cabin.
From August 2020 to July 2021, the A220 average on-time performance (OTP) was 99%, led by Korean Air with 99.63%, giving the airline the "Airbus A220 Best Operational Excellence 2021" award on 4 October 2021, during IATA's Annual General Meeting. On 17 December 2021, Breeze Airways, took delivery of its first A220-300, which was ferried from Airbus Mobile to Tampa International Airport. On 29 December 2021, Air Senegal, the flag carrier of the Republic of Senegal. became the fourth A220 operator in Africa after receiving its first A220-300, which was delivered from Montreal via Paris to the carrier's home base in Dakar.
2022
By January 2022, the global A220 fleet of 193 aircraft had completed more than 440,000 flights over 675,000 block hours on more than 550 routes to 275 destinations with 99,0 % operational reliability. On 7 January, Iraqi Airways, the national carrier of Iraq, took delivery of its first out of five A220-300 aircraft from the Mirabel site. The airline began the type's commercial operation ten months later on 8 November 2022, becoming the second after Egyptair to operate the A220 in the MENA region. On 6 May, Air Austral resumed its route between Réunion and Chennai that had been suspended at the height of the COVID-19 pandemic. At 2,870 nm, the flight is the world's longest A220 route, a record previously held by airBaltic's Riga-Dubai flight of 2,684 nm. On 12 July, approximately six years after the type entered service, Airbus delivered the 220th A220 to JetBlue Airways, the type's largest customer at the time, where the global A220 fleet had carried 60 million passengers on over 700 routes ranging from 30-minute to seven-hour flights to 300 destinations. In October, a batch of A220-300s originally destined for Russian airline Azimuth were delivered to ITA Airways (Italia Trasporto Aereo), the new Italian flag carrier, instead by their lessor. On 16 October, ITA Airways entered its A220-300 into service on a flight from Rome to Genoa.
2023
In early 2023, several operators: Iraqi Airways, airBaltic, Air Tanzania and Swiss Air Lines had to ground some of their A220s due to GTF engine problems amid aviation supply chain issues after the pandemic. According to Air Tanzania, the PW1524G-3 engines had to be removed for maintenance before 1,000 landings, when they were supposed to be removed after 5,260 landings. On 16 June, Bulgaria Air, the flag carrier of Bulgaria, took delivery of its first A220 from the Mirabel facility. The airline would lease a total of five A220-300s and two A220-100s from Air Lease Corporation (ALC) and fly the fleet across Europe on both regional and international routes. In July, five years after the A220 joined the Airbus aircraft family, the fleet of more than 260 A220s had flown over a billion kilometers on more than 1,100 routes ranging from 30 minutes to 8 hours, carrying more than 90 million passengers to over 375 destinations across the globe. On 21 July, Cyprus Airways welcomed its first two A220-300s leased from ALC. The islands' flag carrier nicknamed its new fleet member the 'Cyprus Airways Greenliner' as the A220 is to reduce the company's emissions by around 40%, and put it into service on 9 August with a flight from Larnaca to Athens. On 28 November, Nigerian operator Ibom Air took delivery of its first new A220-300, one of ten on order. The airline had already gained experience with A220 operations, having temporarily leased a pair from EgyptAir in 2021. On 16 December, Qantas Group's domestic subsidiary QantasLink took delivery of its first A220-300 of 29 units on order, making it the 20th operator of the type, which would serve metropolitan and regional destinations across Australia. The full-service carrier put its A220 into service on 1 March 2024, operating from Melbourne to Canberra and Brisbane.
2024
By January 2024 the global A220 fleet of 314 aircraft had completed more than 1,000,000 flights over 1,700,000 block hours on more than 1,350 routes to 400 destinations with 98.9% operational reliability. In February 2024, EgyptAir sold its relatively young fleet of 12 A220s to leasing company Azzora. Serviceability rates on the PW1500G engines were believed to be a factor in the decision. By April 2024 the global A220 fleet of 326 aircraft had completed more than 1,100,000 flights over 1,930,000 block hours on more than 1,400 routes to 400 destinations with 99.0% operational reliability.
Decarbonisation
The A220 family plays a key role in Airbus's commitment to its decarbonisation targets. The fuel-efficient aircraft can already fly with a blend of up to 50% Sustainable Aviation Fuel (SAF) and, like all other Airbus commercial aircraft, will be certified for 100% SAF capability by 2030.
Dispatch reliability
The clean sheet airliner was targeted to have a 99.0% dispatch reliability at entry into service. In August 2016, Swiss reported "much higher" reliability than other all-new airliners, citing Airbus's A320, A380 and Boeing's 787. After four months of service with Swiss, this goal seemed to have been met based on only three aircraft and 1,500 hours flown; "nuisance messages" from the integrated avionics suite and engine start-up delays had been the main griefs. Dispatch reliability rates of 99.0% were met in April 2017. A year after introduction, in July 2017, launch operators had fewer issues than expected for an all-new aircraft program. At this time point, airBaltic had already a 99.3-99.4% dispatch reliability, similar to the established Q400 but less than the relatively ubiquitous Boeing 737 Classic's 99.8%. The dispatch reliability improved further to 99.85% in October 2017.
Engine reliability
Since the PW1500G mount generates less strain on the turbine rotor assembly than the A320neo's PW1100G, it does not suffer from start-up and bearing problems but still from premature combustor degradation. An updated combustor liner with a 6,000-8,000 hour limit has been developed and a third generation for 2018 will raise it to 20,000 hours in benign environments.
After three inflight engine failures in 2019, Transport Canada issued an emergency airworthiness directive (EAD) limiting the power to 94% of N1 (Low Pressure Spool rotational speed) above 29,000 ft (8,800 m), disengaging the autothrottle for the climb over this altitude before engaging it again in cruise.
Maintenance
The A check is scheduled after 850 flight hours: the check originally took 5 hours and has since been reduced to less than 3 hours, within an 8-hour shift. The C check is scheduled after 8,500 hours - translating to about 3.5 years of operation. Based on experience since product launch, A checks intervals could increase to 1,000 hours and C checks to 10,000 hours toward the end of 2019.
Variants
There are two main variants of the A220 family: the 35 m (115 ft) long A220-100 including the ACJ TwoTwenty corporate jet version, and the 3.7 m (12 ft) longer A220-300. Their commonality over 99% allows a common spare part inventory, reducing investment and maintenance costs.
A220-100
The A220-100 is the shortest variant of the A220 family at 35 m (115 ft) in length that can fly between 100 and 130 passengers over a distance of 3,450 nmi (6,390 km; 3,970 mi). The former CS100 made its maiden flight on 16 September 2013 and was first delivered to the launch operator Swiss Global Air Lines on 29 June 2016. The type entered service on 15 July 2016 with a revenue flight between Zurich and Paris. The A220-100 has a takeoff distance of 1,500 m (4,800 ft) and a landing distance of 1,390 m (4,550 ft) and is also certified for steep approaches by Transport Canada and EASA, making it one of the largest aircraft that can land at London City Airport (LCY) and connect it non-stop to New York Airport (JFK). The model marketing designation is the BD-500-1A10 for aircraft from serial number 50011.
The A220-100, the smallest jetliner within the Airbus product line, competes with largest members of the Embraer E-Jet E2 family, the E195-E2 and the smaller E190-E2, replacing previous generation small airliners: E-195, E190, Boeing 717, 737-600, Airbus A318 as well as ageing models: McDonnell Douglas DC-9/MD-87, Fokker 100, BAe-146, and Boeing 737-500. The A220-100 is well ahead of the two E-Jet E2 variants in terms of range, payload and fuel efficiency, but the latter has a lower base price due to its more conservative design and correspondingly cheaper production costs. The unit price of an A220-100 is estimated at $81 million, while an E-190 E2 and E-195 E2 are priced at $61 million and $69 million, respectively. As of April 2024, there are 60 A220-100s in revenue service with four operators, where Delta is the largest operator with 45 aircraft in its fleet.
A220-300
The A220-300 is the largest variant with a 38.71 m (127 ft) long fuselage or 3.7 m (12 ft) longer than A220-100 and can carry between 120 and 160 passengers over a distance of 3,600 nmi (6,700 km; 4,100 mi). The former CS300 had its maiden flight on 27 February 2015, and the first delivery to airBaltic, the type launch operator, in November 2016. The type entered service on 14 December with a revenue flight from Riga to Amsterdam in a 145 seat two-class configuration. In several performance improvements, the MTOW and thus the permissible tank content were increased, where Delta Airlines received the first improved aircraft on 18 June 2019. Airbus offered a further 1 t (2,200 lb) increase to the MTOW of the A220-300, to 70.9 t (156,000 lb) in March 2021, providing another 200 nmi (370 km; 230 mi) of additional range to 3,550 nmi (6,570 km; 4,090 mi). On long routes the payload will be increased by about 900 kg (2,000 lb). The model marketing designation is the BD-500-1A11 for aircraft from serial number 55003.
The A220-300 complements the A319neo in the Airbus fleet and competes with the Boeing 737 MAX-7, replacing previous generation airliners, smaller variants of the 737 Next Gen/737 Classic and McDonnell Douglas MD-90/MD-80 series .The A220-300 was designed to be 6 t (13,000 lb) lighter than the A319neo and nearly 8 t (18,000 lb) lighter than the 737 MAX 7, giving it better operating costs of up to 12%. Due to this fact, there are suspicions that the A220-300 could cannibalise sales of the A319neo. The unit price of an A220-300 is estimated at $91.5 million, while an A319neo is priced at $101.5 million. As of April 2024, there are 269 A220-300s in commercial service with 20 operators, where airBaltic is the largest operator with 47 aircraft in its fleet.
ACJ TwoTwenty
Since 2020, the Airbus A220 has also been available as a business jet (bizjet) under the name ACJ TwoTwenty. which is a variant of the A220-100 with a range of 5,650 nmi (10,460 km) and customisable cabin space of 73 m2 (790 sq ft) for 18 passengers. To increase its range the type is offered with up to five removable auxiliary centre tanks (ACT). The bizjet made its first flight on 14 December 2021, and was to be outfitted with a VIP cabin in Indianapolis, before its first delivery to Comlux expected in 2023.
Operators
As of May 2024, there are 332 A220 family aircraft in commercial service with 21, including 1 undisclosed operator. The five largest A220 operators are Delta Air Lines (70), airBaltic (47), Air Canada (33), Air France (32) and JetBlue (30).
Orders and deliveries
The A220 family has 914 firm orders from 33 customers, of which Delta is the largest with 145 orders. A total of 329 aircraft have been delivered as of April 2024.
Orders and deliveries by type (summary)
Type - Orders - Deliveries[a] - Backlog
A220-100 - 102 - 60[b] - 42
A220-300 - 812 - 269[c] - 543
A220 family - 914 - 329 - 585
a) The first 37 deliveries were made as C Series
b) 8 deliveries as CS100
c) 29 deliveries as CS300
A220 family orders and deliveries by year (distributive)
2009 - 2010 - 2011 - 2012 - 2013 - 2014 - 2015 - 2016 - 2017 - 2018 - 2019 - 2020 - 2021 - 2022 - 2023 - 2024 - Total
Orders - 50 - 40 - 43 - 15 - 34 - 61 - _ - 117 - 12 - 165 - 63 - 30 - 38 - 105 - 141 - _ - 914
Deliveries - _ - _ - _ - _ - _ - _ - _ - 7 - 17 - 33 - 48 - 38 - 50 - 53 - 68 - 15 - 329

Accidents and incidents

Accidents (zero data)
As of May 2024, the A220 family has zero accidents.
Incidents (engine related)
After three inflight shutdowns in July, September, and October 2019, Swiss International Air Lines temporarily withdrew its fleet for inspection.
On 1 January 2024, a trespasser on the apron at Salt Lake City International Airport died after climbing into the idling engine of a Delta Airlines A220 that was standing at a de-icing pad.
Aircraft on display
On 28 May 2021, seven years after its first flight and 760 flight hours, the first flight test vehicle (FTV1) was converted into an A220 full-size mock-up at the Airspace Customer Showroom (ACS) located in Toulouse, France. The mock-up will be used by customers who have already selected the A220 and for Airbus to design new cabin layouts. Airlines that are in the final stages of configuring their aircraft will be able to test their lighting and seat selection on the mock-up before their aircraft is delivered.
Specifications
(Airbus A220 specifications)
Variant - A220-100 - A220-300
Cockpit crew - Two
Passengers - 100-120 (max 135) - 120-150 (max 160)
Seat pitch - 28-36 in (71-91 cm) in Y/J - 28-38 in (71-97 cm) in Y/J
Seat width - 18.5 to 20 in (47 to 51 cm)
Cargo volume - 23.7 m3 (840 cu ft) - 31.6 m3 (1,120 cu ft)
Length - 35 m (115 ft) - 38.71 m (127 ft)
Wing - 35.1 m (115 ft) span, 112.3 m2 (1,209 sq ft) area (10.97 AR)
Height - 11.5 m (38 ft)
Fuselage diameter - 3.5 m (11 ft)
Cabin - 3.28 m (10.8 ft) width, 2.11 m (6.9 ft) height
Cabin length - 23.7 m (78 ft) - 27.5 m (90 ft)
MTOW - 63.1 t (139,000 lb) - 70.9 t (156,000 lb)
Maximum payload - 15.1 t (33,300 lb) - 18.7 t (41,200 lb)
OEW - 35.22 t (77,650 lb) - 37.08 t (81,750 lb)
Fuel capacity - 21,805 L (5,760 US gal) - 21,508 L (5,682 US gal)
Range - 3,450 nmi (6,390 km; 3,970 mi) - 3,600 nmi (6,700 km; 4,100 mi)
Cruise speed - Mach .82 (470 kn; 871 km/h; 541 mph) max. / Mach .78 (447 kn; 829 km/h; 515 mph) typical
Takeoff distance (@ MTOW) - 1,500 m (4,800 ft) - 1,900 m (6,200 ft)
Landing distance (@ MLW) - 1,390 m (4,550 ft) - 1,510 m (4,950 ft)
Ceiling - 12,000 m (41,000 ft)
Engines (2×) - Pratt & Whitney PW1500G
Unit thrust - 84 to 104 kN (18,900 to 23,300 lbf) - 93 to 104 kN (21,000 to 23,300 lbf)
ICAO type - BCS1 - BCS3

See also

Related development
Bombardier CRJ700/900/1000
Comac C919 (agreement between Comac and Bombardier for program commonalities)
Irkut MC-21 (agreement between Irkut and Bombardier for joint customer support)
Aircraft of comparable role, configuration, and era
Airbus A320neo family
Boeing 717
Boeing 737 MAX
Embraer E-Jets/E-Jets E2
Sukhoi Superjet 100/130

An A220-300, the largest and most common variant, shown in Airbus livery
BRJ-X, a four-abreast forerunner concept
It was initially difficult to find the right engine for the C Series, but in late 2007 the choice finally fell on the new GTF engine from Pratt & Whitney
C Series program was launched at the 2008 Farnborough Airshow with the C110 and C130 variants, which were redesignated CS100 and CS300 in 2009
C Series' first Flight Test Vehicle (FTV1), a CS100, out of the final assembly in Mirabel in June 2013
AirAsia was to order 100 of the proposed high-density CS300s at the Farnborough Airshow in July 2012
The CS100 took off for its maiden flight from Mirabel Airport in Quebec on 16 September 2013
The CS300 was on finals after its first flight on 27 February 2015
Swiss International Air Lines was the launch operator for the C Series with the first CS100 in July 2016
airBaltic was the CS300 launch operator in December 2016
The C Series CS100 demonstrated for Delta Air Lines in Atlanta
The A220-300 with the Airbus livery after its July 2018 takeover
Main production facility and head office of Airbus Canada Limited Partnership (ACLP) at Montréal-Mirabel International Airport
The second production facility, Airbus Mobile, in Mobile, Alabama started deliveries in 2020
The first delivered ACJ TwoTwenty, during EBACE 2023 in Geneva
Cockpit with side-stick controller
Five-abreast cabin and 18.5 in (47 cm) wide economy seats
Planform view of an Airbus A220-300 showing exposed wheel wells and moderate wing sweep
PW1500G geared turbofan mounted under the wing
Delivery of A220 to Delta, the first American operator in October 2018
The second North American operator, Air Canada, began A220 flights on 16 January 2020
JetBlue Airways became the second US operator of A220 in December 2020
Air France, the largest customer in Europe, became an A220 operator in September 2021
ITA Airways, the new Italian flag carrier, became an A220 operator in October 2022
The A220-100 is certified by EASA for steep approach required for landing e.g. in London City Airport
The first Australian A220 operator, QantasLink, began revenue flight on 1 March 2024
The A220-300 is the largest variant with a 38.71 m (127 ft) long fuselage or 3.7 m (12 ft) longer than A220-100
Delta is the largest customer and operator of the A220 family of aircraft

Airbus A300

Airbus A300
Role - Wide-body airliner
National origin - Multinational
Manufacturer - Airbus
First flight - 28 October 1972
Introduction - 23 May 1974 with Air France
Status - In cargo and limited passenger service
Primary users - FedEx Express / UPS Airlines / European Air Transport Leipzig / Mahan Air / MNG Airlines / Solinair / Iran Air / Iran Airtour / Qeshm Air
Produced - 1971-2007
Number built - 561
Variants - A300-600ST Beluga
Developed into - Airbus A310 / Airbus A330 / Airbus A340

The Airbus A300 is Airbus's first production aircraft and the world's first twin-engine, double-aisle wide-body airliner, developed and manufactured by Airbus from 1971 to 2007.
In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed an initial memorandum of understanding to collaborate to develop an innovative large airliner. West Germany and France reached a firm agreement on 29 May 1969, after the British withdrew from the project on 10 April 1969. The pan-European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The A300 prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi; 3,340 to 4,660 mi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Unlike most Airbus products, it has a yoke, not using a fly-by-wire system.
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of September 2023, there are 197 A300 family aircraft still in commercial service.

Development

Origins
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable. In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.
European manufacturers were keen to explore prospective programmes; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.  National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community; in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War. During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced. In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus". The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 programme, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organisation and German politician Franz Josef Strauss became the chairman of the supervisory board. Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-centre portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Additional work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. For this reason, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic. Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft. These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.
Workshare and redefinition
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300. At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde. Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company. At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2-11, despite a preference for the latter expressed by British European Airways (BEA). Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN). The programme cost was US$4.6 billion (in 1993 dollars, equivalent to $8.76 billion in 2023).
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250. The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb). For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft. It was later renamed the A300B.
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs. To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma. By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture. In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same. Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights. Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.
Programme launch
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner. The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar. In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities. On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company. In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each. In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.
Prototype and flight testing
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centred; the headquarters was relocated to Toulouse in January 1974. The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director. Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.
In September 1969, construction of the first prototype A300 began. On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse-Blagnac International Airport on 28 October that year. This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler. In 1972, unit cost was US$17.5M. On 5 February 1973, the second prototype performed its maiden flight. The flight test programme, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout. In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers. Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.
Entry into service
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service. On 23 May 1974, Federal Aviation Administration (FAA) certification was received. The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later. Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis, but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options. Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus to proceed with the development of its second aircraft, the Airbus A310.
Design
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world. In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards. Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness. Other firsts included the pioneering use of centre-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signalled secondary flight controls.
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used. The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabiliser and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability. Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft. Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models. Additional composites were also made use of, such as carbon-fibre-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors. Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best-selling freight aircraft of all time. Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversized cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities. The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.
Operational history
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product - notably Air France and Lufthansa, the first two airlines to place orders for the type. Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s - completed but unsold aircraft - were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.
Airlines operating the A300 on short-haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow-body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The saviour of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long-range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial. CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas. Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well. The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East. As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
Garuda Indonesia Airbus A300B4-220 with the newly designed Forward Facing Crew Cockpit or FFCC Concept that operated only by two-man cockpit crew and was the first wide-body aircraft to be operated by two-man cockpit crew.
In 1977, the A300B4 became the first ETOPS compliant aircraft, qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC with the newly Forward-Facing Crew Cockpit concept, the world's first wide-body aircraft that only operated by two-man cockpit crew. By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.
By the 1990s, the A300 was being heavily promoted as a cargo freighter. The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022. UPS Airlines also operates 52 freighter versions of the A300.
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s. The freighter versions - either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s - account for most of the world's freighter fleet after the Boeing 747 freighter.
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an -600F was $105 million. In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line, making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007, and was delivered to FedEx Express on 12 July 2007. Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020. As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.

Variants

A300B1
The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines. Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner. The second prototype was leased to Trans European Airways in 1974.

A300B2

A300B2-100
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers. Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.
A300B2-200
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced. The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976. CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.
A300B2-320
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.
Variant - Produced (A)
B2-100 - 32
B2-200 - 25
B2-320 - 4
(A) Production figures are listed up to 1 January 1999.

A300B4

A300B4-100
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).  It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200. The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.
A300B4-200
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers. The variant was certified on 26 April 1979.
Variant - Produced (A)
B4-100 - 47
B4-200 - 136
(A) Production figures are listed up to 1 January 1999.
A300-600
The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats. It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986. Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310. The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines. A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600.
A300-600: (Official designation: A300B4-600) The baseline model of the -600 series.
A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985.
A300-600F: (Official designation: A300F4-600) The freighter version of the baseline -600.
A300-600R: (Official designation: A300B4-600R) The increased-range -600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are -600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002.
A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the -600R. Two were delivered in 1999.
A300-600RF: (Official designation: A300F4-600R) The freighter version of the -600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A300B10 (A310)
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km; 5,930 mi). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767-200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanker/transport.
A300-600ST
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter", these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators
As of September 2023, there are 197 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).
Deliveries
Total - 2007 - 2006 - 2005 - 2004 - 2003 - 2002 - 2001 - 2000 - 1999 - 1998 - 1997 - 1996 - 1995 - 1994 - 1993 - 1992 - 1991
Deliveries - 561 - 6 - 9 - 9 - 12 - 8 - 9 - 11 - 8 - 8 - 13 - 6 - 14 - 17 - 23 - 22 - 22 - 25
1990 - 1989 - 1988 - 1987 - 1986 - 1985 - 1984 - 1983 - 1982 - 1981 - 1980 - 1979 - 1978 - 1977 - 1976 - 1975 - 1974
Deliveries - 19 - 24 - 17 - 11 - 10 - 16 - 19 - 19 - 46 - 38 - 39 - 26 - 15 - 15 - 13 - 8 - 4
(Data through end of December 2007.)
Accidents and incidents
As of June 2021, the A300 has been involved in 77 occurrences including 24 hull-loss accidents causing 1133 fatalities, and 36 criminal occurrences and hijackings causing 302 fatalities.
Accidents with fatalities
21 September 1987: An EgyptAir Airbus A300B4-203 touched down 700 m (2,300 ft) past the runway threshold during a training flight. The right main gear hit the runway lights and the aircraft collided with an antenna and fences. No passengers were on board the plane, but 5 crew members were killed. The aircraft was written off.
28 September 1992: PIA Flight 268, an A300B4 crashed on approach near Kathmandu, Nepal. All 12 crew and 155 passengers died.
26 April 1994: China Airlines Flight 140 (Taiwan) crashed at the end of runway at Nagoya, Japan, killing all 15 crew and 249 of 256 passengers on board.
26 September 1997: Garuda Indonesia Flight 152 was on approach to Polonia International Airport in Medan. The plane later crashed into a ravine in Buah Nabar due to ATC error and apparent haze that covers the country which limits the visibility. All 234 passengers and crew aboard were killed in Indonesia's deadliest crash.
16 February 1998: China Airlines Flight 676 (Taiwan) crashed into a residential area close to CKS International Airport near Taipei, Taiwan. All 196 people on board were killed, including Taiwan's central bank president. Six people on the ground were also killed.
12 November 2001: American Airlines Flight 587 crashed into Belle Harbor - a neighbourhood in Queens, New York, United States - shortly after takeoff from John F. Kennedy International Airport. The vertical stabiliser ripped off the aircraft after the rudder was mishandled during wake turbulence. All 260 people on board were killed, along with 5 people on the ground. It is the second-deadliest incident involving an A300 to date and the second-deadliest aircraft incident on United States soil.
14 April 2010: AeroUnion Flight 302, an A300B4-203F, crashed on a road 2 km (1.2 mi) short of the runway while attempting to land at Monterrey Airport in Mexico. Seven people (five crew members and two on the ground) were killed.
14 August 2013: UPS Flight 1354, an Airbus A300F4-622R, crashed outside the perimeter fence on approach to Birmingham-Shuttlesworth International Airport in Birmingham, Alabama, United States. Both crew members died.
Hull losses
18 December 1983: Malaysian Airline System Flight 684, an Airbus A300B4 leased from Scandinavian Airlines System (SAS), registration OY-KAA, crashed short of the runway at Kuala Lumpur in bad weather while attempting to land on a flight from Singapore. All 247 people aboard escaped unharmed but the aircraft was destroyed in the resulting fire.
24 April 1993: an Air Inter Airbus A300B2-1C was written off after colliding with a light pole while being pushed back at Montpellier.
In November 1993, an Indian Airlines A300 plane crash landed near Hyderabad airport. There were no deaths but the aircraft was written off.
10 August 1994 - Korean Air Flight 2033 (Airbus A300) from Seoul to Jeju, the flight approached faster than usual to avoid potential windshear. Fifty feet above the runway the co-pilot, who was not flying the aircraft, decided that there was insufficient runway left to land and tried to perform a go-around against the captain's wishes. The aircraft touched down 1,773 meters beyond the runway threshold. The aircraft could not be stopped on the remaining 1,227 meters of runway and overran at a speed of 104 knots. After striking the airport wall and a guard post at 30 knots, the aircraft burst into flames and was incinerated. The cabin crew was credited with safely evacuating all passengers although only half of the aircraft's emergency exits were usable.
17 October 2001, Pakistan International Airlines flight PK231, registration AP-BCJ, from Islamabad via Peshawar to Dubai veered off the side of the runway after the right hand maingear collapsed as it touched down. The aircraft skidded and eventually came to rest in sand 50 meters from the runway. The aircraft sustained damage to its right wing structure and its no. 2 engine, which partly broke off the wing. All 205 passengers and crew survived.
1 March 2004, Pakistan International Airlines Flight 2002 burst 2 tyres whilst taking off from King Abdulaziz International Airport. Fragments of the tyre were ingested by the engines, this caused the engines to catch fire and an aborted takeoff was performed. Due to the fire substantial damage to the engine and the left wing caused the aircraft to be written off. All 261 passengers and 12 crew survived.
16 November 2012: an Air Contractors Airbus A300B4-203(F) EI-EAC, operating flight QY6321 on behalf of EAT Leipzig from Leipzig (Germany) to Bratislava (Slovakia), suffered a nose wheel collapse during roll out after landing at Bratislava's M. R. Štefánik Airport. All three crew members survived unharmed, the aircraft was written off. As of December 2017, the aircraft still was parked at a remote area of the airport between runways 13 and 22.
12 October 2015: An Airbus A300B4-200F Freighter operated by Egyptian Tristar cargo carrier crashed in Mogadishu, Somalia. All the passengers and crew members survived the crash.
1 October 2016: An Airbus A300-B4 registration PR-STN on a cargo flight between São Paulo-Guarulhos and Recife suffered a runway excursion after landing and the aft gear collapsed upon touchdown.
Violent incidents
27 June 1976: Air France Flight 139, originating in Tel Aviv, Israel and carrying 248 passengers and a crew of 12 took off from Athens, Greece, headed for Paris, France. The flight was hijacked by terrorists, and was eventually flown to Entebbe Airport in Uganda. At the airport, Israeli commandos rescued 102 of the 106 hostages.
26 October 1986: Thai Airways Flight 620, an Airbus A300B4-601, originating in Bangkok suffered an explosion mid-flight. The aircraft descended rapidly and was able to land safely at Osaka. The aircraft was later repaired and there were no fatalities. The cause was a hand grenade brought onto the plane by a Japanese gangster of the Yamaguchi-gumi. 62 of the 247 people on board were injured.
3 July 1988: Iran Air Flight 655 was shot down by USS Vincennes in the Persian Gulf after being mistaken for an attacking Iranian F-14 Tomcat, killing all 290 passengers and crew.
15 February 1991: two Kuwait Airways A300C4-620s and two Boeing 767s that had been seized during Iraq's occupation of Kuwait were destroyed in coalition bombing of Mosul Airport.
24 December 1994: Air France Flight 8969 was hijacked at Houari Boumedienne Airport in Algiers, by four terrorists who belonged to the Armed Islamic Group. The terrorists apparently intended to crash the plane over the Eiffel Tower on Boxing Day. After a failed attempt to leave Marseille following a confrontational firefight between the terrorists and the GIGN French Special Forces, the result was the death of all four terrorists. (Snipers on the terminal front's roof shot dead two of the terrorists. The other two terrorists died as a result of gunshots in the cabin after approximately 20 minutes.) Three hostages including a Vietnamese diplomat were executed in Algiers, 229 hostages survived, many of them wounded by shrapnel. The almost 15-year-old aircraft was written off.
24 December 1999: Indian Airlines Flight IC 814 from Kathmandu, Nepal, to New Delhi was hijacked. After refuelling and offloading a few passengers, the flight was diverted to Kandahar, Afghanistan. A Nepalese man was murdered while the plane was in flight.
22 November 2003: European Air Transport OO-DLL, operating on behalf of DHL Aviation, was hit by an SA-14 'Gremlin' missile after takeoff from Baghdad International Airport. The aeroplane lost hydraulic pressure and thus the controls. After extending the landing gear to create more drag, the crew piloted the plane using differences in engine thrust and landed the plane with minimal further damage. The plane was repaired and offered for sale, but in April 2011 it still remained parked at Baghdad Intl.
25 August 2011: an A300B4-620 5A-IAY of Afriqiyah Airways and A300B4-622 5A-DLZ of Libyan Arab Airlines were both destroyed in fighting between pro- and anti-Gaddafi forces at Tripoli International Airport.

Aircraft on display

Fifteen A300s are currently preserved:
F-BUAD Airbus A300 ZERO-G, since August 2015 preserved at Cologne Bonn Airport, Germany.
ex-HL7219 Korean Air Airbus A300B4 preserved at Korean Air Jeongseok Airfield.
ex-N11984 Continental Airlines Airbus A300B4 preserved in South Korea as a Night Flight Restaurant.
ex TC-ACD and TC-ACE Air ACT, preserved as coffee house at Uçak Cafe in Burhaniye, Turkey.
ex TC-MNJ MNG Airlines, preserved as Köfte Airlines restaurant at Tekirdağ, Turkey.
ex TC-FLA Fly Air, preserved as the Airbus Cafe & Restaurant at Kayseri, Turkey.
ex TC-ACC Air ACT, preserved as the Uçak Kütüphane library and education centre at Çankırı, Turkey.
ex EP-MHA Mahan Air, preserved as instructional airframe at the Botia Mahan Aviation College at Kerman, Iran.
ex TC-FLM Fly Air, preserved as a restaurant at Istanbul, Turkey.
ex B-18585 China Airlines, preserved as the Flight of Happiness restaurant at Taoyuan, Taiwan.
ex-PK-JID Sempati Air Airbus A300B4 repainted in first A300B1 prototype colours, including original F-WUAB registration, became an exhibit in 2014 at the Aeroscopia museum in Blagnac, near Toulouse, France.
ex TC-MCE MNG Airlines, preserved as a restaurant at the Danialand theme park at Agadir, Morocco.
ex HL7240 Korean Air, preserved as instructional airframe (gate guard) at the Korea Aerospace University at Goyang, South Korea.
ex HS-TAM Thai Airways A300-600R, preserved in a field near Doi Saket, Chiang Mai.

Specifications

Model - A300B4-200 - A300-600R - A300-600F
Cockpit crew - Three - Two - Two
Main deck - 281/309Y @ 34/31 in) max 345 - 247 (46F + 201Y)/285Y @ 34 in max 345 (3-3-3 Y) - 540 m3, 43 AYY ULD 9 AMJ/LD7 + 16 AYY
Lower deck - 20 LD3 + bulk - 22 LD3 + bulk / 158 m³ - 22 LD3 + bulk / 158 m³
Length - 53.61 m (175.9 ft) - 54.08 m (177.4 ft) - 54.08 m (177.4 ft)
Height - 16.72 m (54.9 ft) - 16.66 m (54.7 ft) - 16.66 m (54.7 ft)
Wing - 44.84 m (147.1 ft) span, 260 m2 (2,800 sq ft) area 7.7 aspect ratio {A300B4-200 - A300-600R - A300-600F}
Width - 5.287 m (17.35 ft) cabin, 5.64 m (18.5 ft) Fuselage, usually 2-4-2Y {A300B4-200 - A300-600R - A300-600F}
Pressurized volume - 542 m3 (19,140 cu ft) - 860 m3 (30,370 cu ft) - _
MTOW - 165,000 kg (363,763 lb) - 171,700 kg (378,534 lb) - 170,500 kg (375,888 lb)
Max payload - 37,495 kg (82,662 lb) - 41,374 kg (91,214 lb) - 48,293 kg (106,468 lb)
Fuel capacity - 48,470 kg (106,858 lb) - 53,505 kg (117,958 lb) - 53,505 kg (117,958 lb)
OEW - 88,505 kg (195,120 lb) - 88,626 kg (195,387 lb) - 81,707 kg (180,133 lb)
Engines - GE CF6-50C2 or PW JT9D-59A - GE CF6-80C2 or PW4158 - GE CF6-80C2 or PW4158
Takeoff thrust - 230 kN (52,000 lbf) - 249-270 kN (56,000-61,000 lbf) - 249-270 kN (56,000-61,000 lbf)
Takeoff (MTOW, SL, ISA) - 2,300 m (7,500 ft) - 2,400 m (7,900 ft) - 2,400 m (7,900 ft)
Speed - Mach 0.78 (450 kn; 833 km/h; 518 mph) at 35,000 ft (11 km) . MMO: Mach 0.82 {A300B4-200 - A300-600R - A300-600F}
Range - 5,375 km (2,900 nmi; 3,340 mi) - 7,500 km (4,050 nmi; 4,700 mi) - 7,500 km (4,050 nmi; 4,700 mi)

Aircraft model designations

Type Certificate Data Sheet
Model - Certification Date - Engines
A300B1 - 12 November 1974 - GE CF6-50A
A300B1 - 12 November 1974 - GE CF6-50C
A300B2-1A - 15 March 1974 - GE CF6-50A
A300B2-1C - 2 October 1974 - GE CF6-50C
A300B2-1C - 2 October 1974 - GE CF6-50C2R
A300B2K-3C - 23 June 1976 - GE CF6-50C
A300B2K-3C - 23 June 1976 - GE CF6-50C2R
A300B2-202 - 22 February 1978 - GE CF6-50C1
A300B2-203 - 21 February 1980 - GE CF6-50C2
A300B2-203 - 21 February 1980 - GE CF6-50C2D
A300B2-320 - 4 January 1980 - PW JT9D-59A
A300B4-2C - 26 March 1975 - GE CF6-50C
A300B4-2C - 26 March 1975 - GE CF6-50C2R
A300B2-102 - 7 December 1977 - GE CF6-50C1
A300B4-103 - 21 March 1979 - GE CF6-50C2
A300B4-103 - 21 March 1979 - GE CF6-50C2D
A300B4-120 - 4 February 1981 - PW JT9D-59A
A300B4-203 - 26 April 1979 - GE CF6-50C2
A300B4-203 - 26 April 1979 - GE CF6-50C2D
A300B4-220 - 8 January 1982 - PW JT9D-59A
A300C4-203 - 18 December 1979 - GE CF6-50C2
A300C4-203 - 6 June 1986 - GE CF6-50C2
A300B4-601 - 17 September 1985 - GE CF6-80C2A1
A300B4-603 - 27 January 1987 - GE CF6-80C2A3
A300B4-620 - 9 March 1984 - PW JT9D-7R4H1
A300B4-622 - 6 March 1989 - PW4158
A300C4-620 - 17 May 1984 - PW JT9D-7R4H1
A300B4-605R - 10 March 1988 - GE CF6-80C2A3
A300B4-605R - 10 March 1988 - GE CF6-80C2A5
A300B4-605R - 10 March 1988 - GE CF6-80C2A5F
A300B4-622R - 25 November 1988 - PW4158
A300C4-605R - 2 July 1999 - GE CF6-80C2A5
A300F4-605R - 19 April 1994 - GE CF6-80C2A5
A300F4-605R - 19 April 1994 - GE CF6-80C2A5F
A300F4-622R - 20 June 2000 - PW4158

Competition between Airbus and Boeing
F-WUAB (Airbus A300B1)

Related development
Airbus A310
Airbus A330
Airbus A340
Airbus Beluga - modified A300-600

Aircraft of comparable role, configuration, and era
Boeing 767
Ilyushin Il-86
Lockheed L-1011 TriStar
McDonnell Douglas DC-10

The A300 has two underwing podded turbofans, making it the first twinjet wide-body airliner (seen here operated by Lufthansa in 2004)
In 1966, Hawker Siddeley, Nord Aviation, and Breguet Aviation proposed the 260-seat wide-body HBN 100 with a similar configuration
Technical director Roger Béteille (from behind) discussing with general manager Henri Ziegler beside the CF6 turbofan, which powered the A300 first flight
The 5.64 m (222 in) diameter circular fuselage section for 8-abreast seating and 2 LD3 containers below (this is part of the first A300 prototype, F-OCAZ, on display at Deutsches Museum in Munich)
An A300 in vintage Airbus livery, it was rolled out on 28 September 1972
The 28 October 1972 maiden flight
The A300 is a conventional low wing aircraft with twin underwing turbofans and a conventional tail
The initial A300 flight deck with analog flight instruments and a flight engineer station (not shown)
Air France introduced the A300 on 23 May 1974
Korean Air, the first non-European customer in September 1974
Eastern Air Lines introduced the A300 in the US market in 1977
On 12 July 2007, the last A300, a freighter, was delivered to FedEx Express, as of May 2022 the largest operator with 65 aircraft still in service
The two A300B1 prototypes were 51 m (167 ft) long
The A300B2 was 53.6 m (176 ft) long, 2.6 m (8.5 ft) longer than the A300B1
The A300B4-100 first took flight on 26 December 1974, kept the B2 length but featured a higher fuel capacity
With small wingtip fences, the A300-600 entered service in June 1984 with Saudi Arabian Airlines
The A300-600 shared the EFIS two-crew cockpit with the A310 (pictured below)
The longer-range Airbus A310, 7 m (23 ft) shorter, was introduced by Swissair in April 1983
The Airbus Beluga is based on the A300 with an oversized cargo hold on top
American Airlines Flight 587 vertical stabilizer
Nose and forward section of UPS 1354 which crashed in August 2013
Airbus A300B4 repainted in first A300B1 prototype colours, including original F-WUAB registration

Airbus A300-600ST / Airbus Beluga

A300-600ST Beluga
Role - Outsize cargo freight aircraft
Manufacturer - Airbus
First flight - 13 September 1994
Introduction - September 1995
Status - In service
Primary user - Airbus Transport International
Produced - 1992 - c. 1999
Number built - 5
Developed from - Airbus A300-600
Developed into - Airbus Beluga XL

The Airbus A300-600ST (Super Transporter), or Beluga, is a specialised wide-body airliner used to transport aircraft parts and outsize cargoes. It received the official name of Super Transporter early on, but its nickname, after the beluga whale, which it resembles, gained popularity and has since been officially adopted.
Due to Airbus's manufacturing facilities being dispersed, the company had a long term need to transport sizeable components, such as wings and fuselage sections, to their final assembly lines. This had been met by a small fleet of Aero Spacelines "Super Guppies", but these aircraft were aged and increasingly maintenance-intensive to keep in operation. While several different existing aircraft were studied, none were found to be fully satisfactory. Instead, the company came to favour developing a derivative of its standard A300-600. In August 1991, a new joint venture company, Super Airbus Transport International (SATIC), was formed to pursue the venture.
Construction of the first aircraft began during September 1992; it performed its maiden flight on 13 September 1994. Entering service in September 1995, the Super Transporter was a larger, faster, and more efficient aircraft than the preceding Super Guppies. A total of five aircraft were built for Airbus; while additional new-build aircraft were offered to prospective operators by SATIC during the 1990s, no other customers ordered the type. In addition to its primary task of conveying Airbus components, the Super Transporter fleet has occasionally been used for charter flights, carrying outsized cargoes for various customers and purposes, from whole helicopters to industrial equipment and humanitarian aid. On 25 January 2022, Airbus announced a service offering outsize cargo transportation using its Beluga fleet.
During the 2010s, Airbus developed a slightly larger successor, the BelugaXL, based on the Airbus A330-200. This fleet, which entered service in January 2020, is intended to eventually replace the original Beluga fleet, which was entering its third decade. However, all aircraft have remained operational as of May 2024.

Development

Background
When Airbus commenced operations in 1970, ground vehicles were initially used to move components and sections; however, growth in production volume soon necessitated a switch to air transport. From 1972 onwards, a fleet of four highly modified Aero Spacelines "Super Guppies" took over. These were 1940s-era Boeing Stratocruisers that had been converted with turbine engines and custom fuselages to carry large-volume loads for NASA's space program in the 1960s. Airbus' use of the Super Guppies led to the jest that "every Airbus is delivered on the wings of a Boeing". Over time, the Super Guppies grew increasingly unsatisfactory for Airbus's ferrying needs: their age meant that operating expenses were high and ever-increasing, and growing Airbus production required greater capacity than could be provided by the existing fleet.
Various options were studied to serve as a replacement transport medium for the Super Guppies, including methods of surface transportation by road, rail, and sea; these alternatives were discarded in favour of a principally air-based solution as they were considered time-consuming and unreliable; in addition, the assembly line in Toulouse was not conveniently accessible by any of the surface methods. A key requirement of the new air transporter was the need to accommodate every major component being manufactured by Airbus, including the then-heaviest planned part, the wing of the larger Airbus A340 variants. A speedy development program was also required to have the prospective type take over duties from the Super Guppy fleet, scheduled to be withdrawn in the mid-1990s.
Several different types of aircraft were examined for potential use, including the Antonov An-124, Antonov An-225, Ilyushin Il-86, Boeing 747, Boeing 767, Lockheed C-5 Galaxy, and McDonnell Douglas C-17 Globemaster III; the use of any existing aircraft was eventually ruled out due to a lack of internal space for the desired components; the use of a piggyback solution was also dismissed as impractical. Boeing made an offer to convert several Boeing 767s for the requirement, but this was viewed as less advantageous than purpose-built aircraft using Airbus' existing twin-engined Airbus A300-600R.
In August 1991, Aérospatiale and DASA, two of the major Airbus partners, formed a 50/50 joint venture company, Super Airbus Transport International (SATIC), based in Toulouse, to develop a new-build replacement for the Super Guppy fleet. The selected starting point for the design was the Airbus A300, leading to the new airframe being designated as the A300-600ST Super Transporter. Following a pre-design period by SATIC, detailed design work was performed by Aérospatiale and DASA while subcontractors were selected to complete the 15 separate work packages; amongst these subcontractors, CASA was selected to produce the upper fuselage, Dornier provided the hydraulic systems, and Sogerma performed the final assembly work. The A300-600ST was not a like-for-like replacement, being larger, faster, and more efficient than the preceding Super Guppies. Airbus elected to invest $1 billion into the program, this sum included the aircraft themselves, the cargo loading system, and program management.
Construction and further development
In September 1992, construction work began on the first aircraft, the maiden flight of which took place in September 1994. Following a total of 335 flight hours being performed during the test program, restricted certification of the type was awarded by the European Aviation Safety Agency (EASA) in October 1995, enabling the A300-600ST "Beluga" to enter service shortly thereafter. Originally a total of four aircraft were to be built along with an option for a fifth aircraft being available, which was later firmed up. Apart from the first Beluga, each airframe took an average of three years to complete from start to finish; they were built at a rate of one per year. Modification work was performed at Toulouse using components provided by the Airbus assembly line.
The fleet's primary task is to carry Airbus components ready for final assembly across Europe between Toulouse, Hamburg, and nine other sites, and they do so 60 times per week. The Beluga fleet is owned by Airbus Transport International (ATI), a wholly owned subsidiary of Airbus Group that was established specifically to operate the type; through this organisation, the fleet is made available for hire by third parties for charter flight. In May 1998, ATI reportedly had an annual revenue target of $15 million to be achieved via leasing spare capacity. Over time, the Beluga has been used to carry a variety of special loads, including space station components, large and delicate artwork, industrial machinery, and intact helicopters. The A300-600ST's freight compartment is 7.4 m (24 ft) in diameter and 37.7 m (124 ft) long; maximum payload is 47 tonnes.
In late 1997, in response to the positive performance of the A300-600ST Super Transporter program, SATIC announced that it was in the process of evaluating several different prospective outsize freighter conversions; company chairman Udo Dräger indicated that a larger freighter based on the Airbus A340 could be developed in a similar manner to that of the A300-based Beluga. At the time, derivatives of both the Airbus A330 and the A340 were studied, including combining the upward-swinging hinged door of the Beluga with a conventional upper deck as an alternative to a side-mounted cargo door in traditional freighter missions. During the 1990s, as a result of reported inquiries to Airbus regarding the type, a niche market for selling Beluga-type aircraft to military customers and freight operators was also examined; but sales were considered 'unlikely' to take place by the late 1990s. Its unit cost is ˆ183 million.
In November 2014, Airbus announced that it was proceeding with the development of a larger replacement based on the Airbus A330-200, planning to replace the BelugaST fleet entirely by 2025. The BelugaXL entered service in 2020. Airbus previously considered the A330-300 and A340-500, but each required too much of the limited 1,663 m (5,456 ft) runway at Hawarden Airport near Broughton in Wales. In May 2015, Airbus confirmed that the new aircraft would have a 1 m (3 ft 3 in) wider cross-section than its predecessor and provide a 12% increase in payload. The BelugaXL is intended primarily for A350 work, designed to ship two A350 wings simultaneously. The first two aircraft were considered essential to facilitate mass production of the A350, while the following aircraft were to be progressively introduced as the A300-600 Beluga fleet was withdrawn.
Design
The A300-600ST Beluga shares many design similarities, although differing substantially in appearance, to the Airbus A300 upon which it was based. The wings, engines, landing gear, and the lower part of the fuselage remain identical to those used on the conventional A300, while the upper part of the fuselage forms an enormous horseshoe-shaped structure 7.7 m (25 ft) in diameter. In comparison with the Super Guppy, the payload was more than doubled and the volume increased by more than 30%. The General Electric CF6-80C2 turbofan engines used are slightly uprated from those used on the standard A300 as well. The vertical stabilizer uses a modified A340 fin with a 1.12 m (3 ft 8 in) base extension while the tailplane was strengthened and fitted with auxiliary fins to maintain directional stability. The tailplane trim tank was also deleted.
To provide access to the cargo area from the front without having to disconnect all electrical, hydraulic and flight control connections (and also avoiding the lengthy recalibrations before each flight that reconnection entailed), the standard A300 cockpit was relocated down below the cargo-floor level. By relocating the cockpit in this manner, loading times were halved from those typically achieved with the Super Guppy, which had needed to disconnect and reconnect such systems. Another reason for faster loading times was the adoption of a roll-on/roll-off loading system, as well as the ability to unload the aircraft in winds of up to 40 knots. The qualities and improved capabilities of the Beluga resulted in the costs associated with transporting Airbus components dropping to one-third of those being incurred operating the Super Guppy.
The cockpit of the Beluga is pressurized but the cargo deck is not, making it inaccessible during flight and unsuitable for cargoes that require a pressurized environment, such as live animals. However, the cargo deck is fitted with a heating module to keep the cargo within an appropriate temperature range. On at least one occasion, a pressurized container has been used for cargo. The aircraft is operated by a crew of three - two pilots and a loadmaster.
The main deck cargo volume of the Beluga is greater than that of the C-5 Galaxy or the Antonov An-124, but still smaller than Antonov An-225. However, it is restricted by cargo-weight capacity of 47 tonnes, compared to 122.5 tonnes for the C-5 Galaxy and 150 tonnes for the An-124. Despite this width, the Beluga cannot carry most fuselage parts of the Airbus A380, which are instead normally transported by ship and road; nevertheless, some A380 components have been transported by Belugas.
Operational history
In January 1996, the Beluga formally entered service, ferrying components from various aerospace sites to the final assembly lines. The geographic location of Airbus manufacturing is not only influenced by cost and convenience; it is also a matter of aviation history and national interests. Traditionally, each of the Airbus partners makes an entire aircraft section, which would then be transported to a central location for final assembly; even after the integration of Airbus into a single firm, the arrangement had largely remained the same, with Airbus partners becoming subsidiaries or contractors of the multinational pan-European company. The details vary from one model to another, but the general arrangement is for the wings and landing gear to be made in the UK, the tail and doors in Spain, the fuselage in Germany, and the nose and centre-section in France, with final assembly in either Toulouse, France; Hamburg, Germany; or Seville, Spain.
On 24 October 1997, the last of Airbus's Super Guppy freighters was retired and its outsize cargo mission from that point onwards being exclusively performed by the new A300-600ST fleet. In 1997, the second year of Beluga operations, the fleet accumulated in excess of 2,500 flight hours across more than 1,400 flights. By 2012, the fleet was performing roughly 5,000 flight hours per year and further increases were being publicly anticipated by Airbus.
Various infrastructure upgrades have been made at multiple locations to better accommodate the Beluga, many of which being delivered after its entry to service. In 2011, Pau Pyrénées Airport, a site routinely visited by Belugas, became the first airport in Europe to deploy the European Geostationary Navigation Overlay Service, which accurately guides the Beluga and other aircraft during landing. In 2015, a dedicated Beluga loading station was opened at Hawarden Airport, preventing high winds from disrupting future operations. A two-bay loading dock was opened in Toulouse in 2019, receiving 85-100 flights per week, as the five A300-600STs are operated 7,600 hours a year together. By enclosing the forward section, including the open large cargo door, a faster one hour and 20 minutes turnaround, down from two hours and 30 minutes, could be achieved, along with reduced weather-related restrictions.
In addition to its primary supply duties to Airbus' production facilities, Belugas have often performed charter flights for various purposes. In 1997, ATI claimed that it had to reject eight out of ten requests for commercial Beluga flights, the fleet being able to spare only 130 flight hours for such duties that year. But as more Beluga aircraft were put into service, availability increased drastically, rising to 600 flight hours in 1998 and around 1,000 flight hours in 1999; this effectively enabled one of the five Beluga aircraft to spend much of its operating hours performing charter flights. Amongst the early customers chartering Beluga flights was Boeing.
In June 1997, a world record was set for the most voluminous payload to be carried by an aircraft when a Beluga was used to transport a chemical tank for a merchant vessel from Clermont-Ferrand to Le Havre, France. In February 2003, a single Beluga performed the farthest distance charter flight ever, having flown for 25 hours (not including refuelling stops) to transport two complete NHI NH90 helicopters along with a single Eurocopter Tiger attack helicopter from Marseille, France, to Melbourne, Australia, for the Avalon Airshow.
In 1999, a Beluga carried a large painting, Liberty Leading the People by Eugène Delacroix, which had hung in the Louvre in Paris since 1874. It was flown from Paris to Tokyo via Bahrain and Kolkata in about 20 hours. The large canvas, measuring 2.99 metres (9.81 ft) high by 3.62 metres (11.88 ft) long, was too large to fit into a Boeing 747. It was transported in the vertical position inside a special pressurized container provided with isothermal protection and an anti-vibration device.
In 2004, a Beluga delivered relief supplies to the Indian Ocean region following widespread devastation of coastal areas by a major tsunami. In 2005, the type transported humanitarian aid and medical supplies from the United Kingdom and France to the Gulf Coast of the United States as part of disaster relief efforts in the aftermath of Hurricane Katrina.
The Beluga has seen recurrent use to transport bulky objects, including vehicles, for various different space programs. In 2001, sections of the unmanned Automated Transfer Vehicle (ATV) space vehicle were transported by a Beluga from Turin, Italy, to Amsterdam, Netherlands. In 2004, multiple Beluga flights were made to Baikonur Cosmodrome, Kazakhstan, to deliver Astrium-built satellites. In 2009, a Beluga was used to convey the Tranquility module of the International Space Station from Turin to Kennedy Space Center, United States.
On 25 January 2022, Airbus announced a service offering outsize cargo transportation using its BelugaST fleet. Airbus Beluga Transport saw additional demand after sanctions imposed after the invasion of Ukraine in 2022 affected Russian-operated Antonov An-124 services; the company stated that it foresaw in excess of 150 such flights being performed annually. In September 2022, Airbus begun testing a new loading system for handling outsized military cargo with the BelugaST fleet; a verification exercise was conducted with the German armed forces, the system’s first customer, during which a Sikorsky CH-53 Sea Stallion military transport helicopter was loaded into a Beluga.
Specifications (A300-600ST)
Data from Airbus, Airbus: Beluga
General characteristics
Crew: 2
Capacity: 47,000 kg (103,617 lb) typical load
Length: 56.15 m (184 ft 3 in)
Wingspan: 44.84 m (147 ft 1 in)
Height: 17.24 m (56 ft 7 in)
Wing area: 260 m2 (2,800 sq ft)
Empty weight: 86,500 kg (190,700 lb)
Max takeoff weight: 155,000 kg (341,717 lb)
Fuel capacity: 23,860 L (6,303 US gal)
Fuselage external diameter: 7.31 m (24 ft) (including lower fuselage)
Cargo cross-section diameter: 7.1 m (23 ft 4 in) in cargo compartment
Cargo hold - volume 1,500 m3 (53,000 cu ft), 37.7 m (124 ft) long × 7.04 m (23.1 ft) wide × 7.08 m (23.2 ft) tall
Powerplant: 2 × General Electric CF6-80C2A8 turbofan, 257 kN (58,000 lbf) thrust each
Performance
Maximum speed: Mach 0.7 Maximum Operating Mach - MMO
Range: 2,779 km (1,727 mi, 1,501 nmi) with 40 t (88,000 lb) payload - 4,632 km (2,501 nmi) with 26 t (57,000 lb) payload
Service ceiling: 10,668 m (35,000 ft)

Related development
Airbus A300 - World's first twin-engine widebody jet airliner
Airbus BelugaXL - 2020 large cargo aircraft

Aircraft of comparable role, configuration, and era
Aero Spacelines Pregnant Guppy - Outsize cargo conversion of the Boeing 377 Stratocruiser
Aero Spacelines Super Guppy - Turboprop conversion and enlarged version of outsize cargo carrier Pregnant Guppy
Antonov An-124 Ruslan - Soviet/Ukrainian large military transport aircraft
Antonov An-225 Mriya - Soviet/Ukrainian heavy strategic cargo aircraft
Boeing Dreamlifter - Outsize cargo conversion of the 747-400

The Beluga is based on the Airbus A300 with an oversized cargo hold on top
Airbus Skylink Super Guppy in 1984
Side view of Beluga F-GSTD, climbing with gear retracting, 2012
Unloading the International Space Station Columbus module from Beluga F-GSTC at Kennedy Space Centre, 2006
The cargo space of Beluga, F-GSTC; AirExpo 2008, Toulouse Francazal Airport, France
Upward-swinging hinged door
A Beluga ST in early livery, 2003
Fuselage nose sections being unloaded at Hamburg Finkenwerder, 2013
Front view of an inflight Beluga showing its bulbous fuselage

Airbus A310

A310
Role - Wide-body aircraft
National origin - Multinational
Manufacturer - Airbus
First flight - 3 April 1982; 42 years ago
Introduction - April 1983 with Swissair
Status - In limited service
Primary users - Mahan Air / ULS Airlines Cargo / Iran Air / Ariana Afghan Airlines
Produced - 1981-1998
Number built - 255
Developed from - Airbus A300
Variants - Airbus A310 MRTT / Airbus CC-150 Polaris

The Airbus A310 is a wide-body aircraft, designed and manufactured by Airbus Industrie, then a consortium of European aerospace manufacturers. Airbus had identified a demand for an aircraft smaller than the A300, the first twin-jet wide-body. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight, and the A310 received its type certificate on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller wing, down from 260 to 219 m2 (2,800 to 2,360 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same General Electric CF6-80 or Pratt & Whitney JT9D then PW4000 turbofan jet engines. It can seat 220 passengers in two classes, or 240 in all-economy, and has a flying range up to 5,150 nautical miles (9,540 km; 5,930 mi). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair, and competed with the Boeing 767-200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It was available as a cargo aircraft version, and was also developed into a military variant, the A310 MRTT multi-role transport, then tanker.

Development

Background
On 26 September 1967, the British, French, and West German governments signed a memorandum of understanding to commence the joint development of the 300-seat Airbus A300. This collaborative effort resulted in the production of the consortium's first airliner, known as the Airbus A300. The A300 was a wide-body medium-to-long range passenger airliner; it holds the distinction of being the first twin-engine wide-body aircraft in the world. The design was relatively revolutionary for its time, and featured a number of industry firsts, making the first use of composite materials on a commercial aircraft; during 1977, the A300 became the first ETOPS-compliant aircraft, which was made possible due to its high performance and safety standards. The A300 would be produced in a range of models, and sold relatively well to airlines across the world, eventually reaching a total of 816 delivered aircraft during its production life.
During the development of the earlier A300, a range of different aircraft size and capacity were studied by the consortium; the resulting Airbus A300B proposal was one of the smaller options. When the A300B1 prototypes emerged, a number of airlines issued requests for an aircraft with greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service, it became increasingly apparent that there was also a sizeable market for a smaller aircraft; some operators did not have enough traffic to justify the relatively large A300, while others wanted more frequency or lower aircraft-distance costs at the expense of higher seat-distance cost (specifically Swissair and Lufthansa). At the same time, there was great pressure for Airbus to validate itself beyond the design and manufacture of a single airliner. In response to these desires, Airbus explored the options for producing a smaller derivative of the A300B2.

Design effort

"We showed the world we were not sitting on a nine-day wonder, and that we wanted to realise a family of planes... we won over customers we wouldn't otherwise have won... now we had two planes that had a great deal in common as far as systems and cockpits were concerned."
Jean Roeder, chief engineer of Airbus, speaking of the A310

In order to minimise the associated research and development costs for the tentative project, Airbus chose to examine several early design studies performed during the A300 programme. The company ultimately chose to prioritise its focus on one option, which became known as the A300B10MC (standing for Minimum Change). As envisioned, the airliner's capacity was reduced to a maximum of 220 passengers, which was viewed at the time as being a desired capacity amongst many airlines. However, such a design would have resulted in a relatively small fuselage being mated to a comparatively large wing and oversized undercarriage; such an arrangement would have, amongst other things, made the aircraft consume an unnecessarily larger amount of fuel as it carried heavier weight than what was otherwise required.
Another problem for the programme was presented in the form of inflation, the rate of which in the United Kingdom (one of the early members of the Airbus consortium) was around 35 per cent during 1979-80. This factor was responsible for significantly raising the program's development costs and, as a knock-on effect, increase the per-unit cost of the resulting airliner. During the development of the A300, British manufacturer Hawker Siddeley Aviation (HSA) had been appointed as the subcontractor to perform the manufacturing of the wing of the aircraft; shortly afterwards, the British government chose to withdraw from the newly formed venture during 1969. During 1977, HSA subsequently merged with three other British aircraft companies, resulting in the formation of British Aerospace (BAe). By this point in time, the British government had publicly indicated its intentions to rejoin the Airbus programme. During May 1976, the French government entered into a series of discussions on cooperation, during which its representatives stated that the placing of an order by British Airways (BA) was a condition for the re-admission of the United Kingdom into Airbus Industrie as a full partner.
However, both BA and Rolls-Royce had not relinquished their will to collaborate with the Americans in future aircraft endeavours and, in BA's case, procure American aircraft. During the late 1970s, BA sought to purchase two separate types of aircraft in development by American company Boeing, initially known as the 7N7 and 7X7, which would develop into the 757 and 767, the latter of which being an intended rival to the upcoming A310, as well as the existing Boeing 747. Independent of the British government, BAe commenced its own dialogue between itself and American aircraft manufacturers Boeing and McDonnell Douglas, for the purpose of assessing if BAe could participate in any of their future programmes, although the company's chairman, Lord Beswick, publicly stated that the overall aim of the firm was to pursue collaboration in Europe. At the 1978 Farnborough Air Show, Eric Varley, the British Secretary of State for Industry, announced that BAe was to rejoin Airbus Industrie and participate as a full partner from 1 January 1979 onwards. Under the negotiated arrangement, BAe would be allocated a 20 per cent shareholding in Airbus Industrie, and would perform "a full part in the development and manufacturing of the A310".
From late 1977, prior to the Varley announcement, BAe had already commenced work on the design of the new wing at its facility in Hatfield. However, due to negotiations with Britain on its return to the Airbus consortium being protracted, alternative options were explored, including potentially manufacturing the wing elsewhere. At the same time as the British efforts, French aerospace firm Aérospatiale, German aircraft manufacturer Messerschmitt-Bölkow-Blohm (MBB), and Dutch-German joint venture company VFW-Fokker were also conducting their individual studies into possible options for the wing of the prospective airliner.
Programme launch
At the April 1978 Hanover Air Show, Airbus exhibited a model of the proposed A310. Its wing area, at 219.25 m2 (2,360.0 sq ft) was slightly larger than that studied, at 209 m2 (2,250 sq ft); its passenger cabin was twelve frames shorter than the A300, accommodating typical passenger loads of 195 in two-class, or 245 in all-economy. However, during the next twelve 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 would acquire ten aircraft, with a further ten under option, to replace its McDonnell Douglas DC-9s on its major intra-European routes. Lufthansa was quick to place a $240 million ten-aircraft order; additional orders from French operator Air France and Spanish airline Iberia shortly followed.
Increasingly strong interest in the tentative airliner, coupled with the recovery of the industry during the late 1970s, contributed to Airbus deciding to put the A310 into production on 7 July 1978. During the latter half of 1978, an order for ten A300s was placed by independent British airline Laker Airways, satisfying Airbus's demand for the placing of a British order for their aircraft. On 1 April 1979, Lufthansa decided to raise its commitment for the type to 25 aircraft, along with 25 options. Two days later, Dutch operator KLM signed its order for ten aircraft and ten options at £238 million. On 6 July 1979, Air France announced that it had raised its order from four to thirty-five airliners. Other airlines announcing orders for the A310 during 1979 included Martinair, Sabena, and Air Afrique.
Initially, a pair of distinct versions of the A310 had been planned by Airbus; the regional A310-100, and the transcontinental A310-200. The A310-100 featured a range of 2,000 nmi (3,700 km; 2,300 mi) with 200 passengers, whilst the A310-200 possessed a higher MTOW and centre section fuel, being able to carry the same load a further 1,000 nmi (1,900 km; 1,200 mi). Basic engines offered for the type included the General Electric CF6-45B2 and Pratt & Whitney JT9D-7R4. At one point, British engine manufacturer Rolls-Royce was openly considering offering an engine for the A310, the Rolls-Royce RB.207, however, it ultimately chose to discard such efforts in favour of a smaller three-spool design, the RB.211.
Entry into service
The range of the A310 exceeds that of the A300 series, with the exception of the A300-600R, which in turn surpasses that of the A310-200. The greater range of the A310 contributed to the airliner being used extensively by operators on transatlantic routes. The A300 and A310 introduced the concept of commonality: A300-600 and A310 pilots can cross-qualify for the other aircraft with one day of training.
Sales of the A310 continued through the early 1980s. On 3 April 1982, the prototype A310-200 airliner conducted its maiden flight; by this point, the type had accumulated a combined orders and options for 181 aircraft, which had been placed by fifteen airlines worldwide, which was a better start than the original A300. The launch customer of A310, Swissair, became the launch operator in April 1983. Over time, it had become clear that the longer-range series -200 aircraft was the more popular of the two models on offer. During 1979, in response to the lack of demand for the A310-100, Airbus decided to stop offering the lower gross weight model which had been originally proposed for Lufthansa; as a consequence, none of this variant were ultimately manufactured.
Sales and production end
During the early 1990s, demand for the aircraft began to slacken; there were no new A310 passenger orders placed during the late 1990s, in part due to the introduction of the newer and more advanced Airbus A330 during this time. As a result, on June 15, 1998, the last delivery of an A310 (msn. 706, reg.UK-31003) was made to Uzbekistan Airways. The A310, along with its A300 stablemate, officially ceased production during July 2007, though an order from Iraqi Airways for five A310s had remained on the books until July 2008. The remaining freighter sales were to be instead fulfilled by the new A330-200F derivative.
The A310 had been commonly marketed as an introduction to wide-body operations for airlines based in developing countries. The airliner was replaced in Airbus' range by the highly successful A330-200, which shares its fuselage cross-section. Between 1983, and the last aircraft produced in 1998, 255 A310s were delivered. 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.
As of July 2017, thirty-seven A310s remain in commercial service; major operators are Air Transat and Mahan Air with nine aircraft each; Fedex Express (six), and seven other airlines operating thirteen aircraft between them.
The Royal Canadian Air Force (RCAF) currently operates a fleet of five Airbus CC-150 Polaris, civilian Airbus A310-300s, originally owned by Wardair, and subsequently Canadian Airlines International, after the airlines merged. The aircraft were then sold to the Canadian government, and have been converted for use as the primary long-distance transport aircraft as part of the Royal Canadian Air Force's fleet of Royal Canadian Air Force VIP aircraft.
Design
The Airbus A310 was a medium- to long-range twin-engined wide-body jet airliner. Initially a derivative of the A300, the aircraft had originally been designated the A300B10. It was essentially a shortened variant of the earlier aircraft; however, there were considerable differences between the two aircraft. Specifically, the fuselage possessed the same cross-section, but being shorter than the A300, it provided capacity for a typical maximum of 200 passengers. The rear fuselage was heavily re-designed, featuring altered tapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages. The A310 also had a different emergency exit configuration, consisting of four main doors (two at the front and two at the rear of the aircraft), and two smaller doors over the wings.
The wing of the A310 was redesigned, possessing a reduced span and wing area, and incorporating simpler single-slotted Fowler flaps designed by British Aerospace shortly following its decision to join the Airbus consortium. Other changes to the wing included the elimination of the outer ailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically actuated spoilers. The wing also featured common pylons, which were able to support all types of engines that were offered to customers to power the airliner. From 1985 onwards, the A310-300 introduced wingtip fences which reduced vortex drag and thus improved cruise fuel consumption by over 1.5%. A limited number of alterations were also performed to the airliner's tail unit, such as the adoption of smaller horizontal tail surfaces.
The A310 was furnished with a two-crew glass cockpit configuration as standard, removing the requirement for a flight engineer; Airbus referred to this concept as the Forward-Facing Crew Cockpit. The company had developed the cockpit to significantly enhance the aircraft's man-machine interface, thereby improving operational safety. It was outfitted with an array of six computer-based cathode ray tube (CRT) displays to provide the flight crew with centralised navigational, warning, monitoring, and general flight information, in place of the more traditional analogue instrumentation and dials, which were used in conjunction with a range of modern electronic systems. The same flight deck was incorporated into the A300-600, a move which increased commonality between the two types, and enabled a dual type rating to be achieved, this same approach was later used on many future Airbus aircraft. In addition to the two flying crew, provisions for third and fourth crew seats were present within the flight deck.
The A310 was initially proposed with a choice of three engines: the General Electric CF6-80A1, the Pratt & Whitney JT9D-7R4D1, and the Rolls-Royce RB211-524. The A310 was launched with the Pratt & Whitney JT9D-7R4D1 or the General Electric CF6-80A3. Subsequently available were the 53,500 lbf (238 kN) CF6-80C2A2 or the 52,000 lbf (230 kN)PW4152. From late 1991 the higher thrust 59,000 lbf (260 kN) CF6-80C2A8 or 56,000 lbf (250 kN)PW4156A became available.
The A310 was equipped with a modified undercarriage, derived from the A300; the landing gear were outfitted with carbon brakes, which were fitted as standard. The structure of the airliner featured a high level of composite materials throughout both primary and secondary structures, increased beyond that of the earlier A300. The A310 is outfitted with integrated drive electrical generators along with auxiliary power unit, which were improved versions of those used on the A300.
Variants
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 short range -100 variant was never developed due to low demand.
A310-200
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. Late series -200 also featured wing fences identical to those of the -300. The first three A310s were initially fitted with outboard ailerons; they were later removed once testing showed them to be unnecessary. Production of the A310-200 ended in 1988.
A310-200C
A convertible version, the seats can be removed and cargo placed on the main deck, the A310-200C entered service with Martinair on 29 November 1984.
A310-200F
The freight version of the A310-200 was available as a new build, or as a conversion of existing wide-bodied aircraft. The A310-200F freighter can carry 39 t (86,000 lb) of freight for 5,950 km (3,210 nmi; 3,700 mi). No production freighters of the A310-200F were produced. The converted Airbus A310-200F entered service with FedEx Express in 1994.
A310-300
First flown on 8 July 1985, the -300 is dimensionally identical to the -200, although it provides an increased Maximum Take-Off Weight (MTOW) and an increase in range, provided by additional centre and horizontal stabiliser (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 with Swissair. The A310-300 incorporates a computerised fuel distribution system which allows it to be trimmed in flight, optimising the centre of gravity by shuttling up to 5,000 kg (11,000 lb) of fuel in and out of the horizontal stabiliser tank, controlled by the Centre of Gravity Control Computer.
A310-300C
A convertible passenger/cargo version, the seats can be removed and cargo placed on the main deck.
A310-300F
The freight version of the A310-300F. Operators such as FedEx Express acquired modified ex-passenger A310s, usually starting with the -300 version. No production freighters of the A310-300F were produced.
A310 MRT/MRTT
The A310 has been operated by several air forces as a pure transport, the A310-300 MRT Multi-Role Transport. However several have now been converted to the A310 MRTT Multi-Role Tanker Transport configuration by EADS, providing an air-to-air refuelling capability. At least six have been completed; four by the German Air Force (Luftwaffe), and two by the Royal Canadian Air Force (RCAF). Deliveries began in 2004. Three were converted at EADS EFW in Dresden, Germany; the other three at Lufthansa Technik in Hamburg, Germany.
A310 Zero G
One A310 airframe became a scientific research laboratory dedicated to weightlessness. This reduced-gravity aircraft is used to realise parabolas, allowing to perform twenty-two seconds of weightlessness. Operated by Novespace, subsidiary of CNES, French Space Agency, A310 Zero G is based at Bordeaux Mérignac airport. It also performs scientific flights and movie special effects, such as for The Mummy (2017).
Operators
As of October 2023, there were 48 A310 family aircraft in service.
Civilian operators
As of March 2023, the following airlines are the known remaining civilian operators of A310 aircraft:
- Ariana Afghan Airlines (1)
- Iran Air (1)
- Mahan Air (1)
- Royal Jordanian Cargo (1)
- ULS Airlines Cargo (3) - two operated for Turkish Cargo
Military operators
The A310 is also used by the armed forces of the following countries:
- Royal Canadian Air Force - designated CC-150 Polaris (originally ordered by Wardair and delivered to Canadian Airlines)
- French Air and Space Force
- German Air Force
- Mongolian Air Force
- Pakistan Air Force
- Spanish Air and Space Force
- Royal Thai Air Force
Deliveries
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
Accidents and incidents
As of September 2015 there have been 12 hull-loss accidents involving A310s with a total of 825 fatalities; and 9 hijackings with a total of five fatalities.
Accidents with fatalities
31 July 1992: Thai Airways International Flight 311, an A310-304 carrying 99 passengers and 14 crew, crashed on approach to Tribhuvan International Airport, Kathmandu. All 113 on board were killed.
23 March 1994: Aeroflot Flight 593, an A310-304 carrying 63 passengers and 12 crew, crashed in Siberia after the pilot let his son sit at the controls and the autopilot partially disconnected. All 75 on board were killed.
31 March 1995: TAROM Flight 371, an A310-324 carrying 49 passengers and 11 crew, crashed near Otopeni International Airport, Bucharest, Romania after the throttle on the starboard engine jammed with no subsequent resolution by the pilots, at the same time as the captain suffered a medical crisis. All 60 on board were killed.
11 December 1998: Thai Airways International Flight 261 crashed near Surat Thani Airport in Thailand. There were 101 fatalities and 45 survived with serious injuries.
30 January 2000: Kenya Airways Flight 431, an A310-300 crashed in the Atlantic Ocean shortly after takeoff from Abidjan in Côte d'Ivoire. 169 passengers and crew were killed and 10 passengers survived with serious injuries. This is the deadliest aviation accident involving the Airbus A310.
9 July 2006: S7 Airlines Flight 778, an Airbus A310-324 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.
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. A total of 30 people were killed.
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 14-year-old girl.
On 24 December 2015, at 08:35, an Airbus A310-304F cargo aircraft, operated by Congolese company Services Air on a domestic flight, ran off the end of the runway and crashed in a residential area while landing at Mbuji-Mayi Airport in the city of Mbuji-Mayi, the capital of Kasai-Oriental province in the Democratic Republic of Congo. Eight people were killed and nine others were injured.
Hijackings
26 March 1991: Singapore Airlines Flight 117, registration 9V-STP, carrying 123 passengers and crew, was hijacked by 4 male Pakistanis en route to Singapore. The aircraft landed at Singapore safely where the Singapore Armed Forces Commando Formation stormed it and killed the hijackers. None of the hostages were hurt.
4 September 1992: Vietnam Airlines Flight 850, registration LZ-JXB, leased from Jes Air, with 127 occupants on board en route from Bangkok to Ho Chi Minh City, hijacked by Ly Tong, a former pilot in the Republic of Vietnam Air Force. He then dropped anti-communist leaflets over Ho Chi Minh City before parachuting out. Vietnamese security forces later arrested him on the ground. The aircraft landed safely, and no one on board was injured. Tong was incarcerated in a Hanoi prison, where he remained until 1998.
On 11 February 1993, Lufthansa Flight 592, registration D-AIDM from Frankfurt to Addis Ababa via Cairo with 94 passengers and 10 crew members was hijacked during the first leg by 20-year-old Nebiu Zewolde Demeke, who forced the pilots to divert to the United States, with the intent of securing the right of asylum there. Demeke, who had been on the flight to be deported back to his native Ethiopia, surrendered to authorities upon arrival at John F. Kennedy International Airport in New York City. No passengers or crew members were harmed during the 12-hour ordeal.
25 October 1993, a Nigeria Airways's Airbus A310-200, was hijacked en route from Lagos to Abuja. The hijackers demanded the resignation of Nigeria's government and to be flown to Frankfurt. The aircraft was denied permission to land in N'Djamena, and was diverted to the Niamey Airport for refuelling. It was stormed by Niger National Gendarmerie four days later; the co-pilot was killed during the operation.
Other incidents
On 24 September 1994, TAROM Flight 381, an Airbus A310 registered YR-LCA flying from Bucharest to Paris Orly, went into a sudden and uncommanded nose-up position and stalled. The crew attempted to countermand the aircraft's flight control system but were unable to get the nose down while remaining on course. Witnesses saw the aircraft climb with an extreme nose-up attitude, then bank sharply left, then right, then fall into a steep dive. Only when the dive produced additional speed was the crew able to recover steady flight. An investigation found that an overshoot of flap placard speed during the approach, incorrectly commanded by the captain, caused a mode transition to flight level change. The auto-throttles increased power and trim went full nose-up as a result. The crew's attempt at commanding the nose-down elevator could not counteract the effect of stabilizer nose-up trim, and the resulting dive brought the aircraft from a height of 4,100 feet (1,200 m) at the time of the stall to 800 feet (240 m) when the crew was able to recover command. The aircraft landed safely after a second approach. There were 186 people on board.
12 July 2000: Hapag-Lloyd Flight 3378, an A310-304, crashed during an emergency landing near Vienna in Austria due to fuel exhaustion. All 142 passengers and 8 crew on board survived.
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 A310 experienced a sudden jolt, This is similar to Northwest Flight 85 due to a panel breaking off, Flight 85 landed in Anchorage Intl, Alaska. But in this situation, The aircraft returned to Varadero, Cuba, where they made a safe landing. The crew made no unusual rudder inputs during the flight nor was the rudder being manipulated when it failed; there was no obvious fault in the rudder or yaw-damper system. Subsequent investigation determined that Airbus' inspection procedure for the composite rudder was inadequate; inspection procedures for composite structures on airliners were changed following this accident.
23 February 2006: A Mahan Air Airbus A310 operating a flight from Tehran, Iran, was involved in a serious incident while on approach to Birmingham International Airport. The aircraft descended to the published minimum descent altitude of 740 feet (230 m) despite still being 11 nautical miles (20 km; 13 mi) from the runway threshold. At a point 6 nm from the runway the aircraft had descended to an altitude of 660 feet (200 m), which was 164 feet (50 m) above ground level. Having noticed the descent profile, Birmingham air traffic control issued an immediate climb instruction to the aircraft, however, the crew had already commenced a missed approach, having received a GPWS alert. The aircraft was radar vectored for a second approach during which the flight crew again initiated an early descent. On this occasion, the radar controller instructed the crew to maintain their altitude and the crew completed the approach to a safe landing. The accident investigation determined that the primary cause was the use of the incorrect DME for the approach, combined with a substantial breakdown in the Crew Resource Management. Three safety recommendations were made.
12 March 2007: Biman Bangladesh Airlines Flight 006, 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.
24 December 2015: A Mahan Air Airbus A310-300 operating a flight from Tehran (Iran) to Istanbul (Turkey) failed to stop at its stand at Istanbul's Ataturk Airport, instead colliding with a concrete barrier and bus. The aircraft, registration EP-MNP, sustained substantial damage but was repaired and returned to service a year later.
Preserved aircraft
Seven aircraft were preserved
ex-China Eastern Airlines A310-222 B-2301, preserved at the China Civil Aviation Museum near Beijing Capital International Airport.
ex-Nigeria Airways A310-222 5N-AUG was the Italian restaurant All Italia in Gilly, about 5 km south of Brussels Charleroi Airport. It was destroyed in a fire on 17 November 2020.
ex Jordan Aviation A310-222 JY-JAV 'Zuhair', preserved at the Al Haram Pyramid restaurant in Aydoun, Jordan.
ex PC-Air A310-222 HS-PCC 'Klamkomol', used as instructional airframe at Rajamangala University of Technology Thanyaburi in Pathum Thani, Thailand.
ex Air India A310-304 VT-EJK 'Gomati', preserved as Runway 1 Restaurant at the Adventure Island, Rohini in New Delhi, India.
ex Turkish Airlines TC-JCZ 'Ergene', preserved at the "Oğuzhan Özkaya" Educational institution in Izmir, Turkey.
ex Luftwaffe 10+23 'Kurt Schumacher', to be preserved as restaurant at Seregenti-Park in Hodenhagen, Germany.
In popular culture
An Airbus A310-300 of the fictional Belarus Airways appeared in the 2013 movie World War Z. The plane was leased from HiFly, a Portuguese airline, with registration number CS-TEX.
Specifications
(A310 Airplane Characteristics)
Model - A310-200 - A310-300
Cockpit Crew - Two (A310-200 / A310-300)
2-class - 220 passengers (20F + 200Y) (A310-200 / A310-300)
1-class - 237Y 8-abreast - 243Y 8-abreast / 265Y 9-abreast
Exit limit - 275 passengers (A310-200 / A310-300)
Lower deck - 14 LD3 containers (A310-200 / A310-300)
Length - 46.66 m (153 ft 1 in) (A310-200 / A310-300)
Height - 15.8 m (51 ft 10 in) fuselage (A310-200 / A310-300)
Wing - 43.9 m (144 ft) span, 219 m2 (2,360 sq ft) area, 28 ° sweep 8.8 aspect ratio (A310-200 / A310-300)
Cross section - 5.64 m (18 ft 6 in) (A310-200 / A310-300)
Maximum Payload - 32,834 kg (72,387 lb) - 37,293 kg (82,217 lb)
MTOW - 144,000 kg (317,466 lb) - 164,000 kg (361,558 lb)
OEW - JT9D: 77.4 t (171,000 lb) . PW4000/CF6-80: 79.2 t (175,000 lb) (A310-200 / A310-300)
Max fuel - 47,940 kg (105,689 lb) (A310-200 / A310-300)
Engines - JT9D-7R4 / GE CF6-80 - JT9D-7R4E1 / PW4000 / CF6-80C2
Thrust (×2) - 203.8-257.4 kN (45,800-57,900 lbf) (A310-200 / A310-300)
Speed - Cruise: Mach 0.8 (459 kn; 850 km/h; 528 mph) . MMO: Mach 0.84 (482 kn; 892 km/h; 554 mph) (A310-200 / A310-300)
Ceiling - 41,100 ft (12,527 m) (A310-200 / A310-300)
Range - 3,500 nmi (6,500 km; 4,000 mi) - 5,150 nmi (9,540 km; 5,930 mi)

Aircraft model designations

Type Certificate Data Sheet
Model - Certification Date - Engines
A310-203 - 11 March 1983 - GE CF6-80A3
A310-203C - 27 November 1984 - GE CF6-80A3
A310-204 - 23 April 1986 - GE CF6-80C2A2
A310-221 - 11 March 1983 - PW JT9D-7R4D1
A310-222 - 22 September 1983 - PW JT9D-7R4E1
A310-304 - 11 March 1986 - GE CF6-80C2A2
A310-308 - 5 June 1991 - GE CF6-80C2A8/A2
A310-322 - 5 December 1985 - PW JT9D-7R4E1
A310-324 - 27 May 1987 - PW4152
A310-325 - 6 March 1992 - PW4156A
Related development
- Airbus A300
- Airbus A310 MRTT
- Airbus A330
- Airbus A340
- CC-150 Polaris
Aircraft of comparable role, configuration, and era
- Boeing 767

An A310, landing gear and flaps extended, from Air Transat, formerly one of its largest operators
The A310 (background) is a shrunken version of the Airbus A300 (foreground)
The A310-200 prototype, featuring the liveries of Swissair (left) and Lufthansa (right), the first customers
In 1988, an A310 was delivered to Interflug: the first Airbus for an Eastern-bloc airline
The A310 has front and rear main doors, and a smaller emergency exit wing door over the wing
2-4-2 economy cabin
Two-crew cockpit
FedEx Express A310-200F without wingtip fences
Air Transat A310-300 with wingtip fences
Airbus A310 MRTT of the German Air Force
Mahan Air A310-300
Royal Canadian Air Force CC-150 Polaris
The first Airbus delivered in China was this A310, to China Eastern Airlines in 1985, retired in 2006 and displayed at the Beijing Civil Aviation Museum

Airbus A310 MRTT

A310 MRTT / A310 MRT
Role - Multi-role tanker/transport
Manufacturer - Airbus Military SAS, Airbus Deutschland, Lufthansa Technik
Designer - Airbus Military SAS
First flight - December 2003
Introduction - October 2004
Status - Active service
Primary users - German Air Force (4)
Royal Canadian Air Force (2)
Number built - 6, (from existing A310-300C airframes)
Developed from - Airbus A310-300C
Variants - Airbus CC-150 Polaris

The Airbus A310 MRTT Multi-Role Tanker Transport is a military air-to-air refuelling, or in-flight refuelling tanker transport aircraft, capable of operating multi-role missions. The A310 MRTT tanker aircraft is a subsequent development from the earlier Airbus A310 MRT Multi-Role Transport, which was a military transport aircraft for passengers, cargo, and medical evacuation. The A310 MRT and A310 MRTT are both specialist military conversions of existing airframes of the civilian Airbus A310-300C wide-bodied passenger jet airliner.

Airbus A310 MRTT

Design and development
The Airbus A310 MRTT Multi-Role Tanker Transport is a military derivative of the Airbus A310-300C twin-jet wide-bodied jet airliner. The A310 MRTT was primarily designed for military use as a multi-role air-to-air refuelling tanker, cargo transport, passenger transport, and aeromedical evacuation (MedEvac) aircraft.
The aircraft are designed, engineered, manufactured, and modified by Airbus Industrie and EADS subsidiary Airbus Military SAS, along with their subcontractors, which included Airbus Deutschland and Lufthansa Technik. The conversion from the A310 MRT involves:
1. Installation of two air-to-air refuelling (AAR) pods, one under each wing, close to the wingtip;
2. Five additional centre fuel tanks or Additional Centre Tanks (ACT), providing an extra 28,000 kilograms (62,000 pounds); giving a total capacity of 77,500 kilograms (170,900 pounds), or 96,920 litres (21,320 imperial gallons; 25,600 US gallons);
3. Fuel operator station (FOS), in the cockpit immediately behind the captain, to control fuel offload, cameras, military radios, and exterior lighting. For MRTT, remote surveillance of approaching / air-to-air refuelling process with a night-vision capable video system had to be developed. This system (developed by a small company from Germany called FTI Group) allows operation both with visible light, and also near-infrared radiation. The refuelling monitor was integrated in the year 2008.;
4. Reinforced wings and aircraft floor;
5. Minor cockpit modifications.
The design of the in-flight refuelling pod and wing reinforcements and systems was subcontracted to ITD SA, at that time part of the Industria de Turbo Propulsores (ITP) Group.
When not used as an in-flight refueller, i.e., in an air cargo role, the A310 MRTT is capable of carrying a non-fuel payload of up to 37 tonnes (36 long tons; 41 short tons), or 81,600 lb. When used in a troop transport role, the A310 MRTT can accommodate up to 214 seats. And for a mixed-use combined troop transport and cargo, it can carry 54 troops and 12 pallets. The A310 MRTT contains four separate cargo systems within the fuselage, including the main deck cargo compartment, which is loaded and unloaded via the vertically opening main deck cargo door, located on the front left (port) side. This means that main deck cargo can be loaded by overhead crane, in addition to conventional cargo loading platforms. Below deck are three more cargo compartments, and can accommodate container and palletised loads up to 96 inches (2,400 millimetres) in height.
When used in the aero-medical MedEvac role, the A310 MRTT can accommodate up to six intensive care units, together with 56 conventional stretchers.
Operated by a crew of three: two pilots and the air-to-air refuelling (AAR) operator, the pilots are able to directly operate all functions of in-flight refuelling, even if the AAR post is deactivated. Depending on mission, the A310 MRTT can deliver up to 33 tonnes (32 long tons; 36 short tons) of fuel to receiver aircraft on an operation of 3,000 nautical miles (5,600 kilometres; 3,500 miles), or up to 40 tonnes (39 long tons; 44 short tons) of fuel during a 1,000 nautical miles (1,900 kilometres; 1,200 miles) mission. All fuel to receiver aircraft is supplied directly from the centre tank, if necessary, drawing fuel from conventional fuel tanks; this is controlled automatically by the fuel management system together with the centre of gravity computer, to ensure correct fuel feed to the engines, and maintaining the correct centre of gravity in flight.
The dual hose and drogue system was supplied by Flight Refuelling Ltd (FRL) of England, and uses the Mk32B pods under each wing on pylons, close to the wingtips. Two receiver aircraft can be refuelled simultaneously, and is capable of delivering 15,000 litres (3,300 imperial gallons; 4,000 US gallons) per minute.
The German Air Force (Luftwaffe) was the first customer for the MRTT, converting four of their seven existing A310 MRTs, with deliveries starting in October 2004. The Royal Canadian Air Force (RCAF) converted two of their five existing A310 MRTs to MRTT configuration, which are known as the CC-150 Polaris in Canadian service, the first also delivered October 2004.
During June 2007, EADS delivered the first upgraded A310 MRTT with new mission avionics to the German Air Force. This new mission avionics suite facilitated the allocation of the upgraded A310 MRTT to NATO Reaction Forces.
While the original and current A310 MRTTs rely on probe and drogue for air-to-air refuelling, EADS has invested $90m in research and development of a flying boom refuelling system such as that used by the United States Air Force (USAF). They are now able to offer air tankers from the A310 with air-to-air refuelling pods to the larger A330 MRTT equipped with refuelling booms. When installed, the flying boom system can deliver fuel to receiver aircraft at a rate of 1,200 US gallons (4,500 litres; 1,000 imperial gallons) per minute, and is supplied by two hose drum units (HDU) centrally mounted side by side in the rear fuselage.
The A310 MRTT is 30% smaller by MTOW than the newer A330 MRTT. Since the production of A310 airframes was discontinued in 2007, the air-to-air refuelling conversion can only be made on existing refurbished airliners, or as an upgrade to A310 MRTs already used by air forces (the option taken by Germany and Canada). As an air tanker, it has a similar fuel capacity to the KC-135R. Because of the larger passenger cabin, it is much more flexible, offering good capacity for cargo, troop transport, VIP transport, or other uses; and lacking only the capacity to land on rough strips to qualify as a strategic transport. Airbus hopes to sell it to some of the countries that need to replace the aging Boeing 707s they use as tankers.
The first operational use with the German Luftwaffe took place on 4 February 2009; 15 years ago, when three German Eurofighter Typhoons of Jagdgeschwader 73 Steinhoff (30+23, 30+25, and 30+38), led by Colonel Andreas Schick, were refuelled en-route by an A310 MRTT tanker aircraft during their deployment from Laage Airbase (German: Flughafen Rostock-Laage), Rostock, Germany, to Yelahanka Air Force Station, near Bangalore, India. Despite not yet receiving final approval of in-flight refuelling operations by the German authorities, this air-to-air refuelling mission was sanctioned as part of the A310 MRTTs 'operational testing phase' for in-flight refuelling, and consisted of a flight route of nearly 8,200 kilometres (4,400 nautical miles), including a stopover at the Al Dahfra airbase in the United Arab Emirates. The objective of the deployment to India was to demonstrate the Eurofighter in a competition for Medium Multi-Role Combat Aircraft (MMRCA), against competition from the Mikoyan MiG-35, the Saab Gripen, the Lockheed Martin F-16, the Boeing F-18E / F, and the Dassault Rafale.
Pakistan has also ordered MRTT capability built on an A310, although the aircraft is no longer in production.
Specifications (A310 MRTT)
Data from Airforce-Technology.com & Jane's Aircraft Recognition Guide 5th EDITION
General characteristics
Crew: Three (hose and drogue) or four (flying boom) flight crew (two pilots and other flight crew)
Capacity: 214 passengers / 40,000 kg (88,000 lb) deliverable fuel / 36,000 kg (79,000 lb) cargo
Length: 47.4 m (155 ft 6 in)
Wingspan: 43.9 m (144 ft 0 in)
Height: 15.81 m (51 ft 10 in)
Empty weight: 113,999 kg (251,325 lb)
Max takeoff weight: 164,000 kg (361,558 lb)
Powerplant: 2 × General Electric CF6-80C2 or Pratt & Whitney PW4152 turbofan jet engines, 262 kN (59,000 lbf) thrust each
Performance
Maximum speed: 978 km/h (608 mph, 528 kn)
Maximum speed: Mach 0.79
Range: 8,889 km (5,523 mi, 4,800 nmi)
Ferry range: 13,000 km (8,100 mi, 7,000 nmi)
See also
Future Strategic Tanker Aircraft
Related development
Airbus A310
Airbus CC-150 Polaris
Airbus A330 MRTT
Northrop Grumman KC-45
Aircraft of comparable role, configuration, and era
Boeing KC-135 Stratotanker
Boeing KC-767

A310 MRTT of the German Air Force (Luftwaffe) ready for air to air refuelling
Sectioned scale model of the Luftwaffe A310 MRT, demonstrating its multi-role fitment showing the MedEvac intensive care units, with conventional passenger seating aft
Main deck cargo door (port side) open on Luftwaffe A310 MRT 10+25
MedEvac version of Luftwaffe A310 MRT
Interior of MedEvac version of Luftwaffe A310 MRT
A MedEvac intensive care unit as used by the Luftwaffe in their A310 MRT
Underside of Luftwaffe A310 MRTT 10+27, displaying the Flight Refuelling Ltd (FRL) Mk32B pods close to the wingtips
Close-up of the rear of the FRL Mk32B pods on the Royal Canadian Air Force (RCAF) CC-150 Polaris
A310 MRTT flying boom air-to-air refuelling system demonstrator from EADS, 2008

Airbus A318

A318
Role - Narrow-body jet airliner
National origin - Multinational (the Airbus A318 is built in Hamburg, Germany)
Manufacturer - Airbus
First flight - 15 January 2002
Introduction - 2003 with Frontier Airlines
Status - In limited service
Primary users - Air France / TAROM
Produced - 2001-2013
Number built - 80
Developed from - Airbus A319

The Airbus A318 is the smallest and least numerous variant airliner of the Airbus A320 family. The A318 carries 107 to 132 passengers and has a maximum range of 5,750 kilometres (3,100 nautical miles; 3,570 miles). Final assembly of the aircraft took place in Hamburg, Germany. It is intended primarily for short-range service.
The aircraft shares a common type rating with all other Airbus A320 family variants, allowing pilots to fly all versions of the aircraft without the need for further training. It is the largest commercial aircraft certified by the European Aviation Safety Agency for steep approach operations, allowing flights at airports such as London City.
The A318 entered service in July 2003 with Frontier Airlines. Relative to other Airbus A320 family variants, it sold only small numbers with total orders for 80 aircraft placed. The type is no longer listed for sale, having been supplanted by the A220 narrowbody. Air France was the largest operator of the Airbus A318. The type has zero accidents.

Development

Background
The first member of the A320 aircraft family was the A320, which first flew on 22 February 1987 after the program was launched in March 1984. The family was soon extended to include the stretched A321 (first delivery 1994), the shortened A319 (first delivery 1996), and the further shortened A318 (first delivery 2003). The A320 family pioneered the use in commercial aircraft of digital fly-by-wire flight control systems, as well as side stick controls.
The Airbus A318 project had its origins in the collaboration among Chinese, Singaporean and European manufacturers. In May 1997, during the visit of French President Jacques Chirac to China, Aviation Industries of China (AVIC), Singapore Technologies Aerospace (STAe), Airbus and Alenia signed a framework agreement that outlined the development of aircraft in the 100-seat range. The AE31X, as it was tentatively dubbed, besides being a global industrial programme would have significantly deepened Sino-European commercial ties. With development costs estimated to be upwards of $2 billion, AVIC would have a 46 percent stake in the project, STAe 15 percent, and Airbus Industrie Asia 39 percent, the latter of which comprised Airbus and Alenia. Final assembly would have taken place in China.
The project never went past the exploratory phase. It comprised two clean-sheet designs - the AE316 and the AE317. The AE316 would have had a length of 31.3 metres (102 ft 8 in), and the AE317, 34.5 m (113 ft 2 in). The standard versions of both variants had a maximum take-off weight of 49.9 tonnes (110,000 lb) for the smaller version and 54.2 t (119,000 lb) for the AE317, and would have been powered by either BMW Rolls-Royce, CFM International, or Pratt & Whitney turbofan engines. Range was settled at 3,700 kilometres (2,000 nmi; 2,300 mi) for both standard variants, although there was a higher-gross weight version which had greater range and engine power. The AE316 and AE317 would have seated a maximum of 105 and 125 passengers in five-abreast seating, respectively. Both would share a flight deck and fly-by-wire flight control system similar to that of the A320 family.
Market research conducted during 1997 revealed that airlines wanted a smaller aircraft in the 70-80-seat range. As the project proceeded, there were increasing disagreements between the Chinese side and Airbus. China wanted a larger aircraft than originally envisioned. In addition, there were difficulties arising out of negotiations about technology transfer and production workshare, and a weak business case. STAe, having previously expressed doubts about returns on the project, in 1998 withdrew from the project out of the failure between AIA and AVIC to reach an agreement; Airbus and AVIC would cancel the project in July that year. The A318 is believed to have emerged from the AE31X project though an Airbus-only project, named the A319M5 in March 1998, began before the AE31X cancellation.
Design phase
The internal corporate designation, A319M5, was used as early as March 1998, as an A319 derivative with fuselage shortening of 0.79 metres (2 ft 7 in) ahead of the wing and 1.6 m (5 ft 3 in) behind. The final proposal was for an aircraft seating 107 passengers in a two-class layout with a range of 3,350 kilometres (1,810 nmi; 2,080 mi). The aircraft's production took advantage of laser welding, eliminating the necessity for heavy rivets and bolts.
During the design process, the A318 encountered several problems. The first one was the decline in demand for new aircraft following the September 11 attacks. Another was the new Pratt & Whitney turbofan engines, which burned more fuel than expected. By the time CFM International (CFM) had a more efficient engine ready for market, many A318 customers had already backed out, including Air China and British Airways. America West Airlines, which had selected the Pratt & Whitney engines, amended its A318 orders, opting instead for A319 or A320 aircraft. Trans World Airlines cancelled a significant order for fifty A318s after being acquired by American Airlines, which did not operate any A320 family aircraft at the time (although neither did TWA when the order was originally placed). While Airbus was hoping to market the A318 as a regional jet alternative, laws in both the U.S. and Europe have kept it in the same class as larger aircraft for calculating charges such as landing fees, limiting the type's market potential.
The aircraft is powered by two CFM56-5 or Pratt & Whitney PW6000 engines with maximum thrust ratings of between 96 and 106 kilonewtons (21,600 and 23,800 lbf). Launch customers Frontier Airlines and Air France took deliveries in 2003, with Frontier receiving its aircraft in July of that year. The list price of an A318 ranges from $56 to $62 million, and operating costs are between $2,500 and $3,000 for each flight hour.
Orders for the A318 have been relatively slow, but slightly better than for its direct competitor the Boeing 737-600. By 30 September 2017, Airbus had received 80 orders for this model compared to 69 for the 737-600. The sales pace has been influenced by the strong sales of the Bombardier CRJ900 and Embraer E-Jet family. The biggest A318 customers as of 30 September 2017 were governments, executive and private jets (20), Air France (18), Avianca Holdings (15), lessor GE Capital Aviation Services (12) and Frontier Airlines (9).
Further developments
On 10 November 2005 Airbus announced the A318 Elite. The Airbus A318 Elite is aimed at the medium-range market for flights of up to 4,000-nautical-mile (7,400 km; 4,600 mi) range, with a choice of two cabin layouts seating up to 18 passengers, and powered by CFM engines. Comlux Aviation became the launch customer by ordering three A318 Elite aircraft.
In September 2010, Airbus confirmed that from 2013 the Airbus A318 would become available with Sharklets, wingtip devices which reduce lift-induced drag and improve efficiency through reduced fuel consumption. The optional devices, which will also be available on other Airbus A320 family models and are manufactured by Korean Air Aerospace Division, will increase the range of the aircraft to 5,930 kilometres (3,200 nmi; 3,680 mi) - an increase of 185 km (100 nmi; 115 mi) over a standard A318 with 107 seats in a two-class configuration.
When Airbus announced its re-engined A320neo family, the A318 was the only variant that did not have a new engine option. However, Airbus said that a A318neo could be developed in the future should demand arise.
Design
The Airbus A318 is a small commercial, narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and is powered by two wing pylon-mounted turbofan engines. Two suppliers provide turbofan engines for the A318, CFM International with the CFM56-5B engine and Pratt & Whitney with the PW6000 engine. It is a low-wing cantilever monoplane with a conventional tail unit having a single vertical stabilizer and rudder.
Overall, the A318 is over six metres shorter and around 3 t (6,600 lb) lighter than the A320. To compensate for the reduced moment arm, it has a larger vertical stabiliser. While initial concepts depicted the aircraft with a Boeing 737-300-style dorsal fin extension, the final design incorporated a fin tip extension, making it 75 centimetres (30 in) taller than the other A320 variants. Pilots who are trained on the other variants may fly the A318 with no further certification, since it features a common flight deck and the same type rating as its sister aircraft. The A318 is also referred to as the A318-100.
The A318 is available with a variety of different maximum take-off weights (MTOW) ranging from a 59 tonnes (130,000 lb), 2,750 kilometres (1,480 nmi; 1,710 mi) base model to a 68 t (150,000 lb), 6,000 km (3,200 nmi; 3,700 mi) version. When equipped with CFM56-5B8/P engines, the A318 is available with a 56 or 68 t (123,000 or 150,000 lb) MTOW. When equipped with CFM56-5B9/P engines, the A318 is available with a 59 or 68 t (130,000 or 150,000 lb) MTOW. The lower MTOW enables it to operate regional routes economically while sacrificing range and the higher MTOW allows it to complement other members of the A320 family on marginal routes. The lighter weight of the A318 gives it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to: London - New York, Perth-Auckland and Singapore-Tokyo, for instance. Its main use for airlines, however, is on short, low-density hops between medium-sized cities.
Steep approach capability
In March 2006, the European Aviation Safety Agency (EASA) certified a modified control software enhancement to the Airbus A318 designed to allow the aircraft to perform steep approaches. The aircraft is the largest commercial aircraft certified by EASA for steep approach operations. The software modifies the control laws of the aircraft when the steep approach function is selected by the crew, by automatically deploying some of the spoiler panels to provide additional drag when the aircraft is in the landing configuration. It also provides alternative aural alerts to the crew and modifies spoiler deployment automatically below 37 metres (120 ft) on landing. The A318 steep approach procedure allows the aircraft to perform approaches at descent angles of up to 5.5°, as opposed to the standard 3° for a normal approach.
A test flight was conducted in May 2006 to prove the aircraft's steep approach and short runway performance by landing at London City Airport, where such steep approaches are required. The test flight also confirmed the aircraft's compatibility with the limited maneuvering and parking space at that airport. Subsequently, in August 2009 Airbus delivered the first A318 with steep approach capability to British Airways, which began operating the route the following month as its Club World London City service, eventually having two such aircraft capable of flights between London City Airport and John F. Kennedy International Airport in New York. On the westbound leg from London, a stopover is necessary for refueling, which occurs at Shannon Airport, Ireland because weight restrictions are necessary in order to take off within the existing short runway length of London City Airport. On the eastbound leg from New York this limitation is not present and the aircraft can take all the fuel needed for the transatlantic route to London. As of November 2017, only one aircraft was serving the route, operated in a 32-seat all-business-class configuration. The second aircraft was retired on 31 July 2020, following the COVID-19 pandemic which deemed such type uneconomical.
Operational history
Although final assembly of A320 family aircraft takes place in Toulouse, France; Hamburg, Germany; Tianjin, China; and Mobile, Alabama, US, final assembly of the Airbus A318 was in Hamburg, Germany. The maiden flight of the Airbus A318 took place from Finkenwerder airfield in Hamburg on 15 January 2002. The first customer delivery was on 22 July 2003 to Frontier Airlines.
As of 30 September 2017, 67 A318s remained in service with five airlines, in addition to governments, executive and private jets and undisclosed operators. Frontier Airlines, the launch customer that acquired A318 aircraft between 2003 and 2007, had retired their last A318 by 2013.
Operators
As of February 2024, Airbus A318 operators are:
Operator - In Operation
Air France - 6
TAROM - 4
Governments, Executive and Private Jets - 18
Undisclosed operators - 30
Total - 58
Orders and deliveries
Orders - Deliveries
Type - Total - Backlog - 2014 - 2013 - 2012 - 2011 - 2010 - 2009 - 2008 - 2007 - 2006 - 2005 - 2004 - 2003
A318 - 81 - _ - _ - 2 - 3 - 2 - 2 - 6 - 13 - 17 - 8 - 9 - 10 - 9
Data through end of September 2017. Updated 7 October 2017.
Specifications
Airbus A318 specifications
Cockpit crew - Two
Exit Limit - 136
1-class max. seating - 132 at 29-30 in (74-76 cm) pitch
1-class, typical - 117 at 32 in (81 cm) pitch
2-class, typical - 107 (8F at 38 in (97 cm) pitch, 99Y at 32 in (81 cm))
Cargo capacity - 21.2 m3 (750 cu ft)
Length - 31.44 m (103 ft 2 in)
Wingspan - 34.10 m (111 ft 11 in)
Wing area - 122.4 m2 (1,318 sq ft)
Wing sweepback - 25°
Tail height - 12.56 m (41 ft 2 in)
Cabin width - 3.70 m (12 ft 2 in)
Fuselage width - 3.95 m (13 ft)
Operating empty weight - 39,500 kg (87,100 lb)
Maximum zero-fuel weight (MZFW) - 54,500 kg (120,200 lb)
Maximum landing weight (MLW) - 57,500 kg (126,800 lb)
Maximum take-off weight (MTOW) - 68,000 kg (150,000 lb)
Cruising speed - Mach 0.78 (829 km/h; 447 kn; 515 mph)
Maximum speed - Mach 0.82 (871 km/h; 470 kn; 541 mph)
Range (typical payload) - 3,100 nmi (5,740 km; 3,570 mi)
ACJ range - 4,200 nmi (7,780 km; 4,830 mi)
Takeoff (MTOW, SL, ISA) - 1,780 m (5,840 ft)
Landing (MLW, SL, ISA) - 1,230 m (4,040 ft)
Fuel capacity - 24,210 L (6,400 US gal)
Ceiling - 39,100-41,000 ft (11,900-12,500 m)
Engines (×2) - CFM56-5B 68.3 in (1.73 m) fan
PW6000 56.5 in (1.44 m) fan
Thrust (×2) - 96-106 kN (22,000-24,000 lbf)
Engines
Aircraft Model - Certification Date - Engines
A318-111 - 23 May 2003 - CFM International CFM56-5B8/P
A318-112 - 23 May 2003 - CFM International CFM56-5B9/P
A318-121 - 21 December 2005 - Pratt & Whitney PW6122A
A318-122 - 21 December 2005 - Pratt & Whitney PW6124A
1. See also
Airbus Corporate Jets
2. Related development
Airbus A220
Airbus A319
Airbus A320 family
3. Aircraft of comparable role, configuration, and era
Antonov An-158
Avro RJ100
Boeing 717
Boeing 737-600
Bombardier CRJ700 series
Embraer 195
Fokker 100
Sukhoi Superjet 100
Tupolev Tu-334
Yakovlev Yak-42

An Airbus A318 of Air France, its largest operator
British Airways Airbus A318, with doors L2 and R2 (overwing exits) plugged, at London City Airport
Two British Airways Boeing 747-400s (left) and one Airbus A318 (right) at New York-JFK
Frontier Airlines was the first A318 operator

Airbus A319

Airbus A319
Role - Narrow-body jet airliner
National origin - Multinational (the Airbus A319 is built in Hamburg, Germany and Tianjin, China)
Manufacturer - Airbus
First flight - 25 August 1995
Introduction - 1996 with Swissair
Status - In service
Primary users - American Airlines / United Airlines / EasyJet / Delta Air Lines
Produced - 1994-2021 (A319ceo) / 2017-present (A319neo)
Number built - 1,501 as of March 2024
Developed from - Airbus A320
Variants - Airbus A318
Developed into - Airbus A319neo

The Airbus A319 is a member of the Airbus A320 family of short- to medium-range, narrow-body, commercial passenger twin-engine jet airliners manufactured by Airbus. Airbus was originally a consortium of European aerospace companies named, Airbus Industrie, and is now fully owned by Airbus, originally named EADS. Airbus' name has been Airbus SAS since 2001. The A319 carries 124 to 156 passengers and has a maximum range of 3,700 nmi (6,900 km; 4,300 mi). Final assembly of the aircraft takes place in Hamburg, Germany and Tianjin, China.
The A319 is a shortened-fuselage variant of the Airbus A320 and entered service in April 1996 with Swissair, around two years after the stretched Airbus A321 and eight years after the original A320. The aircraft shares a common type rating with all other Airbus A320 family variants, allowing existing A320 family pilots to fly the aircraft without the need for further training.
In December 2010, Airbus announced a new generation of the A320 family, the A320neo (new engine option). The similarly shortened fuselage A319neo variant offers new, more efficient engines, combined with airframe improvements and the addition of winglets, named "sharklets" by Airbus. The aircraft promises fuel savings of up to 15%. The A319neo sales are much lower than other A320neo variants, with around 1% of orders by June 2020.
As of March 2024, a total of 1,501 Airbus A319 aircraft have been delivered, of which 1,359 are in service. In addition, another 47 airliners are on firm order (comprising 2 A319ceo and 45 A319neo). American Airlines is the largest operator with 133 A319ceo in its fleet.

Development

Background
The first member of the A320 family was the A320 which was launched in March 1984 and first flew on 22 February 1987. The family was extended to include the stretched A321 (first delivered 1994), the shortened A319 (1996), and the further shortened A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems, as well as side stick controls, in commercial aircraft. The A319 was developed at the request of Steven Udvar-Hazy, the former president and CEO of ILFC according to The New York Times.
Origins and design
The A319 design is a shortened fuselage, minimum change derivative of the A320 with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies. The SA1 was shelved as the consortium concentrated on its bigger siblings. After healthy sales of the A320/A321, Airbus re-focused on what was then known as the A320M-7, meaning A320 minus seven fuselage frames. It would provide direct competition for the 737-300/-700. The shrink was achieved through the removal of four fuselage frames fore and three aft the wing, cutting the overall length by 3.73 metres (12 ft 3 in). Consequently, the number of overwing exits was reduced from four to two. High-density A319s, such as 156-seat aircraft used by EasyJet, retain four overwing exits. The bulk-cargo door was replaced by an aft container door, which can take in reduced height LD3-45 containers. Minor software changes were made to accommodate the different handling characteristics; otherwise the aircraft is largely unchanged. Power is provided by the CFM56-5A or V2500-A5, derated to 98 kN (22,000 lbf), with option for 105 kN (24,000 lbf) thrust.
With virtually the same fuel capacity as the A320-200 and fewer passengers, the range with 124 passengers in a two-class configuration extends to 6,650 km (3,590 nmi), or 6,850 km (3,700 nmi) with the "Sharklets". The A319's wingspan is wider than the aircraft's overall length.
Production and testing
Airbus began offering the new model from 22 May 1992, and the A319's first customer was ILFC, who signed for six aircraft. Anticipating further orders by Swissair and Alitalia, Airbus launched the $275 million (ˆ250 million) programme on 10 June 1993. On 23 March 1995, the first A319 underwent final assembly at Airbus's German plant in Hamburg, where the A321s are also assembled. It was rolled out on 24 August 1995, with the maiden flight the following day. The certification programme took 350 airborne hours involving two aircraft; certification for the CFM56-5B6/2-equipped variant was granted in April 1996, and the qualification for the V2524-A5 started the following month.
Delivery of the first A319, to Swissair, took place on 25 April 1996, entering service by month's end. In January 1997, an A319 broke a record during a delivery flight by flying 3,588 nautical miles (6,645 km) on the great circle route to Winnipeg, Manitoba from Hamburg, in 9 hours 5 minutes. The A319 has proved popular with low-cost airlines such as EasyJet, with 172 delivered.
A total of 1,484 of the A319ceo (current engine option) model have been delivered.

Variants

A319CJ
The A319CJ (rebranded ACJ319 "Elegance") is the corporate jet version of the A319. It incorporates removable extra fuel tanks (up to six additional Center Tanks) which are installed in the cargo compartment, and an increased service ceiling of 12,500 m (41,000 ft). Range with eight passengers' payload and auxiliary fuel tanks (ACTs) is up to 6,000 nautical miles (11,100 km). Upon resale, the aircraft can be reconfigured as a standard A319 by removing its extra tanks and corporate cabin outfit, thus maximising its resale value. It was formerly also known as the ACJ, or Airbus Corporate Jet, while starting with 2014 it has the marketing designation ACJ319.
The aircraft seats up to 39 passengers, but may be outfitted by the customers into any configuration. Tyrolean Jet Service Nfg. GmbH & CO KG, MJET and Reliance Industries are among its users. The A319CJ competes with other ultralarge-cabin corporate jets such as the Boeing 737-700-based Boeing Business Jet (BBJ) and Embraer Lineage 1000, as well as with large-cabin and ultralong-range Gulfstream G650, Gulfstream G550 and Bombardier's Global 6000. It is powered by the same engine types as the A320. The A319CJ was used by the Escadron de Transport, d'Entraînement et de Calibration which is in charge of transportation for France's officials and also by the Flugbereitschaft of the German Air Force for transportation of Germany's officials. An ACJ serves as a presidential or official aircraft of Albania, Armenia, Azerbaijan, Brazil, Bulgaria, Czech Republic, Germany, Italy, Malaysia, Slovakia, Thailand, Turkey, Ukraine, and Venezuela.
Starting from 2014, a modularized cabin version of the ACJ319, known as "Elegance", is also available. It is said to be able to lower cost and ease reconfiguration.
A319LR
The A319LR is the longer-range version of the A319. The typical range of the A319LR is increased up to 4,500 nautical miles (8,300 km) compared to the standard A319. Qatar Airways was the launch customer, receiving two A319-100LRs, PrivatAir received two A319LRs in 2003, and Eurofly acquired two in 2005.
A319neo
The A319neo is the shortest variant of the Airbus A320neo family of airliners developed since December 2010 by Airbus, with the suffix "neo" meaning "new engine option". It is the last step of the A320 Enhanced (A320E) modernisation programme, which was started in 2006. The A319neo replaces the original A319, which is now referred to as A319ceo, for "current engine option".
In addition to the new engines, the modernisation programme also included such improvements as: aerodynamic refinements, large curved winglets (sharklets), weight savings, a new aircraft cabin with larger hand luggage spaces, and an improved air purification system. Customers will have a choice of either the CFM International LEAP-1A or the Pratt & Whitney PW1100G engines.
These improvements in combination are predicted to result in 15% lower fuel consumption per aircraft, 8% lower operating costs, reduced noise production, and a reduction of nitrogen oxide (NOx) emissions by at least 10% compared to the A320 series, as well as an increase in range of approximately 500 nautical miles (900 km).
The A319neo is the least popular variant of the Airbus A320neo family, with total orders for only 61 aircraft placed as of 30 September 2023, compared with 4,234 for the A320neo and 5,422 for the A321neo.

Military variants

A319 MPA
The Airbus A319 MPA (Maritime Patrol Aircraft) is a military derivative of the Airbus A319. Development was announced in 2018 by Airbus Defence and Space to compete against the Boeing P-8 Poseidon, which is a derivative aircraft of the Boeing 737 manufactured in the United States.
A319 OH
The new observation platform A319OH which means "Offener Himmel" (meaning "Open Sky") is equipped with electro-optical sensors, an EO-S/digital camera and an infrared sensor (IR-S). It is based on an A319CJ from Lufthansa Technik.
This aircraft is designed for the German Air Force which uses it to perform surveillance missions as part of the Treaty on Open Skies. Twenty missions are planned every year by the German Air Force, and it is offered for lease by to other countries who want to conduct such mission without the appropriate equipment.
Operators
As of March 2024, 1,359 Airbus A319 aircraft (1342 ceo+17 neo) were in service with 90 operators, with American Airlines and EasyJet operating the largest A319 fleets of 133 and 96 aircraft respectively. The A319 is the most popular variant of the Airbus A320 family to be operated by governments and as executive and private jets, with 84 aircraft in operation in these capacities as of 2024.
Orders and deliveries
_ - Orders - Deliveries
Type - Total - Backlog - Total - 2024 - 2023 - 2022 - 2021 - 2020 - 2019 - 2018 - 2017 - 2016
A319ceo - 1,486 - 2 - 1,484 - _ - _ - _ - 2 - 3 - 4 - 8 - 3 - 4
A319neo - 62 - 45 - 17 - _ - 7 - 6 - 2 - _ - 2 - _ - _ - _
(A319) - (1,548) - (47) - (1,501) - (0) - (7) - (6) - (4) - (3) - (6) - (8) - (3) - (4)
Deliveries
Type - 2015 - 2014 - 2013 - 2012 - 2011 - 2010 - 2009 - 2008 - 2007 - 2006 - 2005 - 2004 - 2003 - 2002 - 2001 - 2000 - 1999 - 1998 - 1997 - 1996
A319ceo - 24 - 34 - 38 - 38 - 47 - 51 - 88 - 98 - 105 - 137 - 142 - 87 - 72 - 85 - 89 - 112 - 88 - 53 - 47 - 18
A319neo - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _
(A319) - (24) - (34) - (38) - (38) - (47) - (51) - (88) - (98) - (105) - (137) - (142) - (87) - (72) - (85) - (89) - (112) - (88) - (53) - (47) - (18)
(Data as of March 2024.)
Accidents and incidents
As of May 2022, there have been 23 aviation accidents and incidents involving the Airbus A319, including five hull-loss accidents. No fatal accidents have been recorded involving the aircraft type.
Preserved aircraft
Photograph - Registration - Model - Build date - First flight - Last flight - Operator - Location - Status - Notes - Refs.
_ - I-EEZQ - A319-112 - 1996 - April 26th, 1996 - September 2011 - Swissair . Swiss . Mexicana . Wilmington Trust Company . Celestair . Air Burkina . Air Ivoire . Meridiana Fly - Kirklees College, Huddersfield, West Yorkshire, England - On static display - named "Bachenbülach" by Swissair / named "Vancouver" by Mexicana / preserved as a Cabin Trainer - _
- 5N-FND - A319-113 - 1997 - January 13th, 1997 - August 17th, 2016 - Air Inter Europe . Air France . Wind Jet . First Nation Airways - Supreme Continental Hotels and Resort, Ilora, Oyo, Oyo State, Nigeria - On static display - named "Endurance" by First Nation Airways / preserved as a restaurant - _
_ - CS-TTE - A319-111 - 1998 - April 23rd, 1998 - November 24th, 2020 - TAP Air Portugal - Cardington Studios, Cardington, Bedfordshire, United Kingdom - On static display - named "Francisco d’Ollanda" / preserved as a prop at Cardington Studios - _
Specifications (Airbus A319)
Cockpit crew - Two
Exit limit - 160 / 150
1-class max. seating - 156 at 28-30 in (71-76 cm) pitch
1-class, typical - 134 at 32 in (81 cm) pitch
2-class, typical - 124 (8F @ 38 in, 116Y @ 32 in)
Cargo capacity - 27.7 m3 (980 cu ft)
Unit load devices - 4× LD3-45
Length - 33.84 m (111 ft 0 in)
Wheelbase - 11.04 m (36 ft 3 in)
Track - 7.59 m (24 ft 11 in)
Wingspan - 35.8 m (117 ft 5 in) (with sharklets)
Wing area - 122.4 m2 (1,318 sq ft)
Wing sweepback - 25 degrees
Tail height - 11.76 m (38 ft 7 in)
Cabin width - 3.70 m (12 ft 2 in)
Fuselage width - 3.95 m (13 ft 0 in)
Fuselage height - 4.14 m (13 ft 7 in)
Operating empty weight (OEW) - 40.8 t (90,000 lb)
Maximum zero-fuel weight (MZFW) - 58.5 t (129,000 lb)
Maximum landing weight (MLW) - 62.5 t (138,000 lb)
Maximum takeoff weight (MTOW) - 75.5 t (166,000 lb)
Cruising speed - Mach 0.78 (829 km/h; 515 mph)
Maximum speed - Mach 0.82 (871 km/h; 541 mph)
Range, typical payload (passengers and bags) - 3,750 nmi (6,940 km; 4,320 mi) (with sharklets)
ACJ range - 6,000 nmi (11,100 km; 6,900 mi)
Takeoff (MTOW, SL, ISA) - 1,850 m (6,070 ft)
Landing (MLW, SL, ISA) - 1,360 m (4,460 ft)
Fuel capacity - 24,210-30,190 L (6,400-7,980 US gal)
Service ceiling - 39,100-41,000 ft (11,900-12,500 m)
Engines (×2) - CFM56-5B, 68.3 in (1.73 m) fan / IAE V2500A5, 63.5 in (1.61 m) fan
Thrust (×2) - 98-120 kN (22,000-27,000 lbf)
Engines
Aircraft Model - Certification Date - Engines
A319-111 - 10 April 1996 - CFM56-5B5 or 5B5/P
A319-112 - 10 April 1996 - CFM56-5B6 or 5B6/P or 5B6/2P
A319-113 - 31 May 1996 - CFM56-5A4 or 5A4/F
A319-114 - 31 May 1996 - CFM56-5A5 or 5A5/F
A319-115 - 30 July 1999 - CFM56-5B7 or 5B7/P
A319-131 - 18 December 1996 - IAE Model V2522-A5
A319-132 - 18 December 1996 - IAE Model V2524-A5
A319-133 - 30 July 1999 - IAE Model V2527M-A5
See also
Airbus Corporate Jets
Related development
Airbus A318
Airbus A320 family
Aircraft of comparable role, configuration, and era
Boeing 717
Boeing 737-300
Boeing 737-700
Bombardier CSeries
Comac C919
Irkut MC-21
Tupolev Tu-204

The A319 is a shorter Airbus A320, keeping its low wing, underwing twinjet configuration
Lufthansa A319-100
French Air Force A319CJ
Qatar Airways A319LR
Airbus A319neo prototype at Toulouse-Blagnac Airport
Planform view of an Airbus A319-100

Airbus A320 family
(Airbus A320)

A320 family
A318/A319/A320/A321
Role - Narrow-body jet airliner
National origin - Multi-national [a]
Manufacturer - Airbus
First flight - 22 February 1987; 37 years ago
Introduction - 18 April 1988 with Air France
Status - In service
Primary users - American Airlines [b] / China Eastern Airlines / EasyJet / China Southern Airlines
Produced - 1986-present / 1986-2021 (A320ceo family) / 2012-present (A320neo family)
Number built - 11,430 as of April 2024
Variants - Airbus A318 / Airbus A319 / Airbus A321
Developed into - Airbus A320neo family

The Airbus A320 family is a series of narrow-body airliners developed and produced by Airbus. The A320 was launched in March 1984, first flew on 22 February 1987, and was introduced in April 1988 by Air France. The first member of the family was followed by the longer A321 (first delivered in January 1994), the shorter A319 (April 1996), and the even shorter A318 (July 2003). Final assembly takes place in Toulouse in France; Hamburg in Germany; Tianjin in China since 2009; and Mobile, Alabama in the United States since April 2016.
The twinjet has a six-abreast economy cross-section and came with either CFM56 or IAE V2500 turbofan engines, except the CFM56/PW6000 powered A318. The family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners. Variants offer maximum take-off weights from 68 to 93.5 tonnes (150,000 to 206,000 lb), to cover a 5,740-6,940 kilometres; 3,570-4,320 miles (3,100-3,750 nmi) range. The 31.4 m (103 ft) long A318 typically accommodates 107 to 132 passengers. The 124-156 seat A319 is 33.8 m (111 ft) long. The A320 is 37.6 m (123 ft) long and can accommodate 150 to 186 passengers. The 44.5 m (146 ft) A321 offers 185 to 230 seats. The Airbus Corporate Jets are business jet versions.
In December 2010, Airbus announced the re-engined A320neo (new engine option), which entered service with Lufthansa in January 2016. With more efficient turbofans and improvements including sharklets, it offers up to 15% better fuel economy. The previous A320 generation is now called A320ceo (current engine option).
American Airlines is the largest A320 operator with 479 aircraft in its fleet [b]. In October 2019, the A320 family surpassed the Boeing 737 to become the highest-selling airliner. As of April 2024, a total of 18,607 A320 family aircraft had been ordered and 11,430 delivered, of which 10,714 aircraft were in service with more than 350 operators. The global A320 fleet had completed more than 176 million flights over 328 million block hours since its entry into service. The A320ceo initially competed with the 737 Classic and the MD-80, then their successors, the 737 Next Generation and the MD-90 respectively, while the 737 MAX is Boeing's response to the A320neo.

Development

Origins
When Airbus designed the A300 during the late 1960s and early 1970s, it envisaged a broad family of airliners with which to compete against Boeing and Douglas (later McDonnell Douglas), two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal. Prior to the service introduction of the first Airbus airliners, engineers within Airbus had identified nine possible variations of the A300 known as A300B1 to B9. A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10. It was a smaller aircraft which would be developed into the long-range Airbus A310. Airbus then focused its efforts on the single-aisle market, which was dominated by the 737 and McDonnell Douglas DC-9.
Plans from a number of European aircraft manufacturers called for a successor to the relatively successful BAC One-Eleven, and to replace the 737-200 and DC-9. Germany's MBB (Messerschmitt-Bölkow-Blohm), British Aircraft Corporation, Sweden's Saab and Spain's CASA worked on the EUROPLANE, a 180- to 200-seat aircraft. It was abandoned after intruding on A310 specifications. VFW-Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.
The design within the JET study that was carried forward was the JET2 (163 passengers), which then became the Airbus S.A1/2/3 series (Single Aisle), before settling on the A320 name for its launch in 1984. Previously, Hawker Siddeley had produced a design called the HS.134 "Airbus" in 1965, an evolution of the HS.121 (formerly DH.121) Trident, which shared much of the general arrangement of the later JET3 study design. The name "Airbus" at the time referred to a BEA requirement, rather than to the later international programme.
Design effort
In June 1977 a new Joint European Transport (JET) programme was set up, established by British Aerospace (BAe), Aerospatiale, Dornier and Fokker. It was based at the then BAe (formerly Vickers) site in Weybridge, Surrey, UK. Although the members were all of Airbus' partners, they regarded the project as a separate collaboration from Airbus. This project was considered the forerunner of Airbus A320, encompassing the 130- to 188-seat market, powered by two CFM56s. It would have a cruise speed of Mach 0.84 (faster than the Boeing 737). The programme was later transferred to Airbus, leading up to the creation of the Single-Aisle (SA) studies in 1980, led by former leader of the JET programme, Derek Brown. The group looked at three different variants, covering the 125- to 180-seat market, called SA1, SA2 and SA3. Although unaware at the time, the consortium was producing the blueprints for the A319, A320 and A321, respectively. The single-aisle programme created divisions within Airbus about whether to design a shorter-range twinjet rather than a longer-range quadjet wanted by the West Germans, particularly Lufthansa. However, works proceeded, and the German carrier would eventually order the twinjet.
In February 1981 the project was re-designated A320, with efforts focused on the blueprint formerly designated SA2. During the year, Airbus worked with Delta Air Lines on a 150-seat aircraft envisioned and required by the airline. The A320 would carry 150 passengers over 2,850 or 1,860 nmi (5,280 or 3,440 km; 3,280 or 2,140 mi) using fuel from wing fuel tanks only. The -200 had the centre tank activated, increasing fuel capacity from 15,590 to 23,430 L (3,429 to 5,154 imp gal). They would measure 36.04 and 39.24 m (118 ft 3 in and 128 ft 9 in), respectively. Airbus considered a fuselage diameter of "the Boeing 707 and 727, or do something better" and settled on a wider cross-section with a 3.7 m (12 ft 2 in) internal width, compared to Boeing's 3.45 m (11 ft 4 in). Although heavier, this allowed the A320 to compete more effectively with the 737. The A320 wing went through several design stages, eventually measuring 33.91 m (111 ft 3 in).
National shares
The UK, France and West Germany wanted responsibility over final assembly and its associated work, known as "work-share arguments". The Germans requested an increased work-share of 40%, while the British wanted the major responsibilities to be swapped around to give partners production and research and development experience. In the end, British work-share was increased from that of the two previous Airbuses.
France was willing to commit to launch aid, or subsidies, while the Germans were more cautious. The UK government was unwilling to provide funding for the tooling, requested by BAe and estimated at £250 million; it was postponed for three years. On 1 March 1984, the British government and BAe agreed that £50 million would be paid, whether the A320 flew or not, while the rest would be paid as a levy on each aircraft sold. In 1984, the program cost was then estimated at £2 billion ($2.8 billion) by Flight International, equivalent to £8 billion today.
Launch
The programme was launched on 2 March 1984. At the time, Airbus had 96 orders. Air France was its first customer to sign a "letter of intent" for 25 A320s and options for 25 more at the 1981 Paris Air Show. In October 1983, British Caledonian placed seven firm orders, bringing total orders to more than 80. Cyprus Airways became the first customer to place an order for V2500-powered A320s in November 1984, followed by Pan Am with 16 firm orders and 34 options in January 1985, and then Inex Adria. One of the most significant orders occurred when Northwest Airlines placed an order for 100 A320s in October 1986, powered by CFM56 engines, later confirmed at the 1990 Farnborough Airshow.
During A320 development, Airbus considered propfan technology, which was backed by Lufthansa. At the time unproven, the technology essentially consisted of a fan placed outside the engine nacelle, offering turbofan speeds and turboprop economics; ultimately, Airbus stuck with turbofans.
Power on the A320 was to be supplied by two CFM56-5-A1s rated at 25,000 lbf (111.2 kN). It was the only engine available until the arrival of the IAE V2500, offered by International Aero Engines, a group composed of Rolls-Royce plc, Pratt & Whitney, Japanese Aero Engine Corporation, Fiat and MTU. The first V2500 variant, the V2500-A1, has a thrust output of 25,000 pounds-force (110 kN), hence the name. It is 4% more efficient than the CFM56, with cruise thrust-specific fuel consumption for the -A5 at 0.574 and 0.596 lb/lbf/h (16.3 and 16.9 g/kN/s) for the CFM56-5A1.
Entry into service
In the presence of then-French Prime Minister Jacques Chirac and the Prince and Princess of Wales, the first A320 was rolled out of the final assembly line at Toulouse on 14 February 1987 and made its maiden flight on 22 February in 3 hours and 23 minutes. The flight test programme took 1,200 hours over 530 flights. European Joint Aviation Authorities (JAA) certification was awarded on 26 February 1988. The first A320 was delivered to Air France on 28 March, and began commercial service on 8 April with a flight between Paris and Berlin via Düsseldorf. In 1988, the clean-sheet aircraft program cost was 5.486 billion French francs.
Stretching the A320: A321
The first derivative of the A320 was the Airbus A321, also known as the Stretched A320, A320-500 and A325. Its launch came on 24 November 1988 after commitments for 183 aircraft from 10 customers were secured. The aircraft was to be a minimally changed derivative, apart from minor wing modifications and the fuselage stretch itself. The wing would incorporate double-slotted flaps and minor trailing edge modifications, increasing wing area from 124 m2 (1,330 sq ft) to 128 m2 (1,380 sq ft). The fuselage was lengthened by four plugs (two ahead and two behind the wings), making the A321 6.94 metres (22 ft 9 in) longer than the A320 overall. The length increase required enlarged overwing exits, which were repositioned in front of and behind the wings. The centre fuselage and undercarriage were reinforced to accommodate an increase in maximum takeoff weight of 9,600 kg (21,200 lb), for a total of 83,000 kg (183,000 lb).
Final assembly for the A321 would be, as a first for any Airbus, carried out in Germany (then West Germany). This came after a dispute between the French, who claimed the move would incur $150 million (ˆ135 million) in unnecessary expenditures associated with the new plant, and the Germans, who argued that it would be more productive for Airbus in the long run. The second production line was located at Hamburg, which would also subsequently produce the smaller Airbus A319 and A318. For the first time, Airbus entered the bond market, through which it raised $480 million (ˆ475 million) to finance development costs. An additional $180 million (ˆ175 million) was borrowed from the European Investment Bank and private investors.
The maiden flight of the Airbus A321 came on 11 March 1993, when the prototype, registration F-WWIA, flew with IAE V2500 engines; the second prototype, equipped with CFM56-5B turbofans, flew in May. Lufthansa and Alitalia were the first to order the stretched Airbuses, with 20 and 40 aircraft, respectively. The first of Lufthansa's V2500-A5-powered A321s arrived on 27 January 1994, while Alitalia received its first CFM56-5B-powered aircraft on 22 March.
Shrinking the A320: A319
The A319 was the following derivative of the baseline A320. The design was a "shrink", with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies, which had been shelved as the consortium focused on its bigger siblings. After healthy sales of the A320/A321, Airbus focused once more on what was then known as the A320M-7, meaning A320 minus seven fuselage frames. It would provide direct competition for the 737-300/-700. The shrink was achieved through the removal of four fuselage frames fore and three aft of the wing, cutting the overall length by 3.73 metres (12 ft 3 in). Consequently, the number of overwing exits was reduced from four to two. The bulk-cargo door was replaced by an aft container door, which can take in reduced height LD3-45 containers. Minor software changes were made to accommodate the different handling characteristics; otherwise the aircraft was largely unchanged. Power is provided by the CFM56-5A, CFM56-5B, or V2500-A5, derated to 98 kN (22,000 lbf), with option for 105 kN (24,000 lbf) thrust.
Airbus began offering the new model from 22 May 1992, with the actual launch of the $275 million (ˆ250 million) programme occurring on 10 June 1993; the A319's first customer was ILFC, which signed for six aircraft. On 23 March 1995, the first A319 underwent final assembly at Airbus' German plant in Hamburg, where A321s were also assembled. It was rolled out on 24 August 1995, with the maiden flight taking place the following day. The certification programme took 350 airborne hours involving two aircraft. Certification for the CFM56-5B6/2-equipped variant was granted in April 1996, and qualification for the V2524-A5 started the following month.
Delivery of the first A319, to Swissair, occurred on 25 April 1996; it entered service by month's end. In January 1997, an A319 broke a record during a delivery flight by flying the 3,588 nautical miles (6,645 km; 4,129 mi) great circle route to Winnipeg, Manitoba from Hamburg in 9 hours and 5 minutes. The A319 has proven popular with low-cost airlines such as EasyJet, which purchased 172 of them.
Second shrink: A318
The A318 was born out of mid-1990 studies between Aviation Industry Corporation of China (AVIC), Singapore Technologies Aerospace, Alenia and Airbus on a 95- to 125-seat aircraft project. The programme was called the AE31X, and covered the 95-seat AE316 and 115- to 125-seat AE317. The former would have had an overall length of 31.3 m (102 ft 8 in), while the AE317 was longer by 3.2 m (10 ft 6 in), at 34.5 m (113 ft 2 in). The engines were to be supplied from two Rolls-Royce BR715s, CFM56-9s, or the Pratt & Whitney PW6000; with the MTOW of 53.3 t (118,000 lb) for the smaller version and 58 t (128,000 lb) for the AE317, the thrust requirement were 77.9-84.6 kN (17,500-19,000 lbf) and 84.6-91.2 kN (19,000-20,500 lbf), respectively. Range was settled at 5,200 km (2,800 nmi; 3,200 mi) and 5,800 km (3,100 nmi; 3,600 mi) for the high gross weights of both variants. Both share a wingspan of 31.0 m (101 ft 8 in) and a flight deck similar to that of the A320 family. Costing $2 billion (ˆ1.85 billion) to develop, aircraft production was to take place in China.
Simultaneously, Airbus was developing the Airbus A318. In early 1998, Airbus revealed that it was designing a 100-seat aircraft based on the A320. The AE31X project was terminated by September 1998, and Airbus officially announced the A318 at that year's Farnborough Airshow. The aircraft was the smallest in Airbus's product range, and was developed coincidentally at the same time as the largest commercial aircraft in history, the Airbus A380. First called A319M5 in as early as March 1995, it was shorter by 0.79-metre (2 ft 7 in) ahead of the wing and 1.6 metres (5 ft 3 in) behind. These cuts reduced passenger capacity from 124 on the A319 to 107 passengers in a two-class layout. Range was 5,700 kilometres (3,100 nmi; 3,500 mi), or 5,950 kilometres (3,210 nmi; 3,700 mi) with upcoming Sharklets.
The 107-seater was launched on 26 April 1999 with the options and orders count at 109 aircraft. After three years of design, the maiden flight took place at Hamburg on 15 January 2002. Tests on the lead engine, the PW6000, revealed worse-than-expected fuel consumption. Consequently, Pratt & Whitney abandoned the five-stage high-pressure compressor (HPC) for the MTU-designed six-stage HPC. The 129 order book for the A318 shrunk to 80 largely because of switches to other A320 family members. After 17 months of flight certification, during which 850 hours and 350 flights were accumulated, JAA certification was obtained for the CFM56-powered variant on 23 May 2003. On 22 July 2003, first delivery for launch customer Frontier Airlines occurred, entering service before the end of the month.
Production
The Toulouse Blagnac final assembly line builds A320s, whereas the Hamburg Finkenwerder final assembly line builds A318s, A319s, and A321s. The Airbus factory in Tianjin, China assembles A319s, A320s, and A321s; A320s and A321s are also assembled at the Airbus Americas factory in Mobile, Alabama. Airbus produced a total of 42 A320s per month in 2015, and expected to increase to 50 per month in 2017.
Production of parts takes place in a large number of countries around the world. For example, the center fuselage is made in Hamburg, Germany; the horizontal stabilizer is produced in Getafe, Spain; and the rudder is produced in Harbin, China.
As Airbus targets a 60 monthly global production rate by mid-2019, the Tianjin line delivered 51 in 2016 and it could assemble six per month from four as it starts producing A320neos in 2017; 147 Airbus were delivered in 2016 in China, 20% of its production, mostly A320-family, a 47% market share as the country should become the world's largest market ahead of the US before 2027.
In June 2018, along a larger and modernised delivery centre, Airbus inaugurated its fourth Hamburg production line, with two seven-axis robots to drill 80% of fuselage upper side holes, autonomous mobile tooling platforms and following Design Thinking principles. By January 2019, Mobile was outputting 4.5 A320s per month, raising to five by the end of the year.
In September 2019, Airbus reached a milestone with the delivery of the 9000th A320-family aircraft, to Easyjet. In October 2019, Airbus inaugurated a highly automated fuselage structure assembly line for A320 Family aircraft in Hamburg, showcasing an evolution in Airbus' industrial production system. Production rates continue to rise, and Airbus aims to reach a production rate of 63 aircraft per month by 2021, which would result in the 10,000th delivery occurring early that year.
Due to the impact of the COVID-19 pandemic on aviation, demand for new jets was reduced in 2020 and Airbus cut its monthly production from 60 to 40 A320s. In October 2020, the 500th A320 built in Tianjin, an A320neo, was delivered to China Southern, twelve years after the final assembly line start in 2008.

A320 Enhanced

Improvements
In 2006, Airbus started the A320 Enhanced (A320E) programme as a series of improvements targeting a 4-5% efficiency gain, with large winglets (2%), aerodynamic refinements (1%), weight savings and a new aircraft cabin. Engine improvements that reduced fuel consumption by 1% were made to the A320 in 2007 with the CFM56 Tech Insertion and in 2008 with the V2500Select (One).
Sharklets
In 2006, Airbus tested three styles of winglets intended to counteract the wing's lift-induced drag and wingtip vortices more effectively than the previous wingtip fence. The first design type to be tested was developed by Airbus and based on work done by the AWIATOR programme. The second type of winglet incorporated a more blended design and was designed by Winglet Technology, a company based in Wichita, Kansas, USA. Two aircraft were used in the flight test evaluation campaign - the prototype A320, which had been retained by Airbus for testing, and a new build aircraft which was fitted with both types of winglets before it was delivered to JetBlue.
Despite the anticipated efficiency gains and development work, Airbus announced that those winglets would not be offered to customers, claiming that the weight of the modifications required negated any aerodynamic benefits. On 17 December 2008, Airbus announced it was to begin flight testing an existing blended winglet design developed by Aviation Partners Inc. as part of an A320 modernisation programme using the A320 prototype.
Airbus launched the sharklet blended winglets during the November 2009 Dubai Airshow. Installation adds 200 kg (440 lb) but offers a 3.5% fuel burn reduction on flights over 2,800 km (1,500 nmi; 1,700 mi), saving approximately US$220,000 and 700 t of CO2 per aircraft per year. The 2.5 metres (8 ft 2 in) tall wingtip devices are manufactured by Korean Air Aerospace Division.
In December 2011, Airbus filed suit in the western district of Texas over Aviation Partners' claims of infringement of its patents on winglet design and construction which were granted in 1993. Airbus' lawsuit seeks to reject responsibility to pay royalties to Aviation Partners for using its designs, despite work performed together with both parties to develop advanced winglets for the Airbus A320neo.
The first sharklet-equipped Airbus A320 was delivered to Indonesia AirAsia on 21 December 2012, offering a 450 kg (990 lb) payload and 100 nmi (190 km; 120 mi) range increases over the original aircraft specifications.
Cabin
In 2007, Airbus introduced a new enhanced, quieter cabin with better luggage storage and a more modern look and feel, and a new galley that reduced weight, increased revenue space and improved ergonomics and design for food hygiene and recycling. It offered a new air purifier with filters and a catalytic converter, removing unpleasant smells from the air before it is pumped into the cabin, as well as LEDs for mood lighting and a new passenger service unit (PSU).
Offering 10% more overhead bin volume, more shoulder room, a weight reduction, a new intercom and in-flight entertainment system, noise reduction and slimmer PSU, the enhanced cabin can be retrofitted. The flight crew controls the cabin through touchscreen displays.
New Engine Option
The A320neo (neo for new engine option) is a development launched on 1 December 2010, making its first flight on 25 September 2014 and introduced by Lufthansa on 25 January 2016. Re-engined with CFM International LEAP-1A or Pratt & Whitney PW1000G engines and with large sharklets, it was designed to be 15% more fuel efficient. Its three variants are based on the previous A319, A320 and A321. Airbus received 6,031 orders by March 2018 and delivered 318 by May 2018. The original family was renamed A320ceo, for current engine option.
Replacement airliner
In 2006, Airbus was studying a future replacement for the A320 series, tentatively dubbed as NSR or "New Short-Range aircraft". The follow-on aircraft to replace the A320 was to be named A30X. In 2007, Airbus North America President Barry Eccleston stated that the earliest the aircraft could have been available was 2017. In January 2010, John Leahy, Airbus's chief operating officer-customers, stated that an all-new single-aisle aircraft was unlikely to be constructed before 2024 or 2025.
Design
The Airbus A320 family are narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and powered by two wing pylon-mounted turbofan engines. After the oil price rises of the 1970s, Airbus needed to minimise the trip fuel costs of the A320. To that end, it adopted composite primary structures for the empennage with a conventional tail configuration, centre-of-gravity control using fuel, a glass cockpit (EFIS) with side-stick controllers and a two-crew flight deck.
Airbus claimed the 737-300 burns 35% more fuel and has a 16% higher operating cost per seat than the V2500-powered A320. A 150-seat A320 burns 11,608 kg (25,591 lb) of jet fuel over 2,151 nmi (3,984 km; 2,475 mi) (between Los Angeles and New York City), or 2.43 L/100 km (97 mpg‑US) per seat with a 0.8 kg/L fuel. Its wing is long and thin, offering better aerodynamic efficiency because of the higher aspect ratio than the competing 737 and MD-80.
Airframe
The Airbus A320 family are low-wing cantilever monoplanes with a conventional empennage with a single vertical stabilizer and rudder. Its wing sweep is 25 degrees. Compared to other airliners of the same class, the A320 features a wider single-aisle cabin of 3.95 metres (156 in) outside diameter, compared to the 3.8 m (148 in) of the Boeing 737 or 757, and larger overhead bins. Its cargo hold can accommodate unit load device containers.
The A320 airframe includes composite materials and aluminium alloys to save weight and reduce the total number of parts to decrease the maintenance costs. Its tail assembly is made almost entirely of such composites by CASA, which also builds the elevators, main landing gear doors, and rear fuselage parts.
Flight deck
The A320 flight deck features a full glass cockpit, rather than the hybrid versions found in previous airliners. It is also equipped with an Electronic Flight Instrument System (EFIS) with side-stick controllers. The A320 has an Electronic Centralised Aircraft Monitor (ECAM) to give the flight crew information about all of the systems on the aircraft. The only analog instruments were the radio-magnetic indicator and brake pressure indicator.
Since 2003, the A320 has featured liquid crystal display (LCD) units on the flight deck instead of the original cathode ray tube (CRT) displays. These include both main displays and the backup artificial horizon, which also previously had an analog display.
Airbus offers an avionics upgrade for older A320 aircraft, the In-Service Enhancement Package, to keep them updated. Digital head-up displays are available.
The A320 retained the dark cockpit (where an indicator is off when its system is running; useful for drawing attention to dysfunctions when an indicator is lit) from the A310, the first widebody designed to be operated without a flight engineer and influenced by Bernard Ziegler, first Airbus CEO Henri Ziegler's son.
Fly-by-wire
The A320 is the world's first airliner with digital fly-by-wire (FBW) flight control system: input commands through the side-stick are interpreted by flight control computers and transmitted to flight control surfaces within the flight envelope protection; in the 1980s the computer-controlled dynamic system of the Dassault Mirage 2000 fighter cross-fertilised the Airbus team which tested FBW on an A300. At its introduction, fly-by-wire and flight envelope protection was a new experience for many pilots.
All following Airbuses have similar human/machine interface and systems control philosophy to facilitate cross-type qualification with minimal training. For Roger Béteille, then Airbus president, introducing fly-by-wire with flight envelope protection was one of the most difficult decisions he had ever made, explaining: "Either we were going to be first with new technologies or we could not expect to be in the market."
Early A320s used the Intel 80186 and Motorola 68010. In 1988, the flight management computer contained six Intel 80286 CPUs, running in three logical pairs, with 2.5 megabytes of memory.
Engines
The suppliers providing turbofan engines for the A320ceo family were CFM International with the CFM56, International Aero Engines offering its V2500, and Pratt & Whitney's PW6000 engines available only for the A318, while for the A320neo family are CFM International LEAP-1A or Pratt & Whitney PW1000G engines.
Operational history
The Joint Aviation Authorities (JAA) issued the type certificate for the A320 on 26 February 1988. After entering the market on 18 April 1988 with Air France, Airbus then expanded the A320 family rapidly, launching the 185-seat A321 in 1989 and first delivered it in 1994; launching the 124-seat A319 in 1993 and delivering it in 1996; and launching the 107-seat A318 in 1999 with first deliveries in 2003.
As of March 2024, the global A320 fleet had 99.7 percent operational reliability in the last 12 months and completed more than 176 million flights over 328 million block hours since its entry into service.
Competition
The A320 family was developed to compete with the Boeing 737 Classics (-300/-400/-500) and the McDonnell Douglas MD-80/90 series, and has since faced challenges from the Boeing 737 Next Generation (-600/-700/-800/-900) and the 717 during its two decades in service. As of 2010, the A320 family also faced competition from Embraer's E-195 (to the A318) and the CSeries being developed by Bombardier to the A318/A319.
Airbus has delivered 8,605 A320 family aircraft since their certification/first delivery in early 1988, with another 6,056 on firm order (as of 31 December 2018). In comparison, Boeing has shipped 10,444 737-series aircraft since late 1967, including 8,918 since March 1988, and has a further 4,763 on firm order (as of 31 December 2018).
By September 2018, there were 7,251 A320ceo family aircraft in service versus 6,757 737NGs, while Airbus expected to deliver 3,174 A320neos compared with 2,999 Boeing 737 MAX through 2022. Airbus sold the A320 well to low-cost startups and offering a choice of engines could make them more attractive to airlines and lessors than the single-sourced 737, but CFM engines are extremely reliable. The six-month head start of the A320neo allowed Airbus to rack up 1,000 orders before Boeing announced the MAX. The A321 has outsold the 737-900 three to one, as the A321neo is again dominating the 737-9 MAX, to be joined by the 737-10 MAX.
Maintenance
A Checks are every 750 flight hours and structural inspections are at six- and 12-year intervals.
Variants
The baseline A320 has given rise to a family of aircraft which share a common design but with passenger capacity ranges from 100, on the A318, to 220, on the A321. They compete with the 737, 757, and 717. Because the four A320 variants share the same flight deck, all have the same pilot type rating. Today all variants are available as corporate jets. An A319 variant known as A319LR was also developed. Military versions like A319 MPA also exist. American Airlines is the largest airline operator of the A320 family of aircraft, with 392 aircraft in service as of 30 September 2017.
Technically, the name "A320" only refers to the original mid-sized aircraft, but it is often informally used to indicate any of the A318/A319/A320/A321 family. All variants have had 180-minute ETOPS (Extended-range Twin-engine Operational Performance Standards) certification capacity since 2004 (EASA) and 2006 (FAA).
A318
The Airbus A318 is the smallest member of the Airbus A320 family. The A318 carries up to 132 passengers and has a maximum range of 3,100 nmi (5,700 km; 3,600 mi). The aircraft entered service in July 2003 with Frontier Airlines, and shares a common type rating with all other Airbus A320 family variants, allowing existing A320 family pilots to fly the aircraft without the need for further training. It is the largest commercial aircraft certified by the European Aviation Safety Agency for steep approach operations, allowing flights at airports such as London City Airport. Relative to other Airbus A320 family variants, the A318 has sold in only small numbers with total orders for only 80 aircraft placed as of 31 October 2015. In 2018, the A318 list price was US$77.4 million.
A319
The A319 is 3.73 m (12 ft 3 in) shorter than the A320. Also known as the A320M-7, it is a shortened, minimum-change version of the A320 with four frames fore of the wing and three frames aft of the wing removed. With a similar fuel capacity as the A320-200 and fewer passengers, the range with 124 passengers in a two-class configuration extends to 6,650 km (3,590 nmi), or 6,850 km (3,700 nmi) with the "Sharklets". Four propulsion options available on the A319 are the 23,040-24,800 lbf (102.5-110.3 kN) IAE V2500, or the 22,000-27,000 lbf (98-120 kN) CFM56. Although identical to those of the A320, these engines are derated because of the A319's lower MTOW.
The A319 was developed at the request of Steven F. Udvar-Házy, the former president and CEO of ILFC. The A319's launch customer, in fact, was ILFC, which had placed an order for six A319s by 1993. Anticipating further orders by Swissair and Alitalia, Airbus decided to launch the programme on 10 June 1993. Final assembly of the first A319 began on 23 March 1995 and it was first introduced with Swissair in April 1996. The direct Boeing competitor is the Boeing 737-700.
A total of 1,460 of the A319ceo model have been delivered with 24 remaining on order as of 30 September 2017. A 1998 A319 was $35 million new; the value was halved by 2009, and reached scrap levels by 2019. In 2018, the A319 list price was US$92.3 million.
ACJ319
The A319CJ (rebranded the ACJ319) is the corporate jet version of the A319. It incorporates removable extra fuel tanks (up to six additional center tanks) which are installed in the cargo compartment, and an increased service ceiling of 12,500 m (41,000 ft). Range with eight passengers' payload and auxiliary fuel tanks (ACTs) is up to 11,000 kilometres; 6,900 miles (6,000 nmi). Upon resale, the aircraft can be reconfigured as a standard A319 by removing its extra tanks and corporate cabin outfit, thus maximising its resale value. It was formerly also known as the ACJ, or Airbus Corporate Jet, while starting with 2014 it has the marketing designation ACJ319.
The aircraft seats up to 39 passengers, but may be outfitted by the customers into any configuration. Tyrolean Jet Services Mfg. GmbH & CO KG, MJET and Reliance Industries are among its users. The A319CJ competes with other ultralarge-cabin corporate jets such as the Boeing 737-700-based Boeing Business Jet (BBJ) and Embraer Lineage 1000, as well as with large-cabin and ultralong-range Gulfstream G650, Gulfstream G550 and Bombardier's Global 6000. It is powered by the same engine types as the A320. The A319CJ was used by the Escadron de Transport, d'Entraînement et de Calibration which is in charge of transportation for France's officials and also by the Flugbereitschaft of the German Air Force for transportation of Germany's officials. An ACJ serves as a presidential or official aircraft of Armenia, Azerbaijan, Brazil, Bulgaria, Czech Republic, Germany, Italy, Malaysia, Slovakia, Thailand, Turkey, Ukraine, and Venezuela.
A320
The A320 series has two variants, the A320-100 and A320-200. Only 21 A320-100s were produced. These aircraft, the first to be manufactured, were delivered to Air Inter - later acquired by Air France - and British Airways as a result of an order from British Caledonian made prior to its acquisition. The primary differences from the -100 were the -200's wingtip fences and increased fuel capacity, providing increased range.
Powered by two CFM56-5s or IAE V2500s with thrust ratings of 98-120 kN (22,000-27,000 lbf), the A320's typical range with 150 passengers is 3,300 nmi (6,100 km; 3,800 mi). A total of 4,512 of the A320ceo model have been delivered, with 220 remaining on order as of 30 September 2017. The closest Boeing competitor is the 737-800.
In 1988, the value of a new A320 was $30 million, reaching $40 million by the end of the 1990s, a 30% increase lower than the inflation, it dipped to $37 million after 2001, then peaked to $47 million in 2008, and stabilised at $40-42 million until the transition to the A320neo. In 2018, its list price was US$101.0 million.
A321
As the A320 was beginning operations in 1988, the A321 was launched as its first derivative the same year. The A321 fuselage is stretched by 6.93 metres (22 ft 9 in), with a 4.27 m (14 ft 0 in) front plug immediately forward of wing and a 2.67 m (8 ft 9 in) rear plug. The A321-100 maximum takeoff weight is increased by 9,600 kg (21,200 lb) to 83,000 kg (183,000 lb). To maintain performance, double-slotted flaps were included, in addition to increasing the wing area by 4 m2 (43 sq ft), to 128 m2 (1,380 sq ft). The maiden flight of the first of two prototypes came on 11 March 1993. The A321-100 entered service in January 1994 with Lufthansa.
As the A321-100 range was less than the A320, development of the heavier and longer range A321-200 began in 1995. The higher range was achieved through higher thrust engines (V2533-A5 or CFM56-5B3), minor structural strengthening, and an increase in fuel capacity with the installation of one or two optional 2,990 L (790 US gal) tanks in the rear underfloor hold. Its fuel capacity was increased to 30,030 L (7,930 US gal) and its maximum takeoff weight to 93,000 kg (205,000 lb). It first flew in December 1996 and entered service with Monarch Airlines in April 1997.
The A321's closest Boeing competitors are the 737-900/900ER, and the 757-200. In 2018, the A321 list price was US$118.3 million. A total 1,784 units of the A321ceo model have been delivered, with seven remaining on order as of 30 September 2023.

Conversions

Freighter

A321P2F
A programme to convert A320 and A321 aircraft into freighters was set up by Airbus Freighter Conversion GmbH. Airframes were to be converted by Elbe Flugzeugwerke GmbH (EFW) in Dresden, Germany, and Zhukovsky, Russia. Launch customer AerCap signed a firm contract on 16 July 2008 to convert 30 of its passenger A320/A321s into A320/A321P2F (passenger to freighter). However, on 3 June 2011, Airbus announced all partners would end the passenger-to-freighter programme, citing high demand on used airframes for passenger service.
On 17 June 2015 ST Aerospace signed agreements with Airbus and EFW for a collaboration to launch the A320/A321 passenger-to-freighter (P2F) conversion programme. In August 2019, Qantas was announced as launch operator for the A321P2F converted freighter, for Australia Post, with up to three aircraft to be introduced in October 2020. Titan Airways received their first A321P2F in January 2021; it was converted at Singapore Seletar Airport, with two more A321P2F's to be converted.
The initial converted aircraft first flew on 22 January 2020, to be delivered to Vallair, and secured EASA supplementary type certificate in February. It was to replace older converted Boeing 757s with 14 main deck and 10 lower deck positions, carrying up to 27.9 t (62,000 lb) over 2,300 nmi (4,300 km; 2,600 mi). Airbus sees a market for 1,000 narrowbody conversions over the 2020-2040 period. On 27 October 2020, the first A321P2F was delivered to launch operator Qantas Airways, with windows and exit doors removed, and a large hydraulically actuated main cargo door installed.
A320P2F
After EFW began the first A320 conversion in March 2021, the A320P2F made its maiden three-hour flight on 8 December from Singapore. The aircraft was first delivered in 2006, and its first cargo operator was to be Nairobi-based Astral Aviation from the second quarter of 2022, leased from Middle Eastern lessor Vaayu Group. The A320P2F received its supplemental type certification at the end of March 2022.
Cargo
The A320P2F is suitable for express domestic as well as regional operations and can accommodate up to 27 metric tonnes over 1,900 nautical miles, offering space for 14 large containers/pallets on the main deck and 10 LD3-type containers on the lower deck.
Airborne Early Warning and Control System (AEW&CS)
In late 2020, the Indian Defence Ministry greenlit the modification by the Defence Research and Development Organisation of six Air India A320s into Airborne early warning and control planes for Rs 10,500 crore (US$1.42 billion). They were to complement two Indian-built Netra and three Israeli-and-Russian-made Phalcons of the Indian Air Force.
Operators
As of March 2024, there are 10,681 A320 family aircraft in commercial service with over 350 operators. The five largest operators are American Airlines, operating 479, China Eastern Airlines with 381, EasyJet 351, China Southern Airlines 322 and IndiGo 311. Aircraft in operation include 58 A318, 1,359 A319 (1,342 ceo + 17 neo), 6,235 A320 (4,283 ceo + 1,952 neo) and 3,029 A321 (1,719 ceo + 1,310 neo) aircraft. 698 A320ceo family aircraft consisting of 22 A318s, 142 A319s, 469 A320s and 65 A321s were out of service through retirement or write-off.
Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012. Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary. In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights or 292 million hours in the air.
Orders and deliveries
The A320ceo family was the fastest-selling airliner from 2005 to 2007. Its successor, the A320neo family, improved on this with 1,420 orders and commitments in less than a year in 2011. In November 2013, the A320 family aircraft reached 10,000 orders. In October 2019, the A320 family became the highest-selling airliner family with 15,193 orders, surpassing the Boeing 737's total of 15,136. In August 2021, the A320 family passed the 10,000 delivery mark, 33 years after its introduction, versus 50 years for the Boeing 737, which passed the 10,000 delivery mark in March 2018. On 16 December 2021, the last member of the A320ceo family, an A321ceo (MSN 10315), was delivered from the assembly line Airbus Mobile in Alabama to Delta Air Lines registered N129DN. In July 2022, total orders for the A320neo family reached 8,502, exceeding the total orders for the A320ceo family of 8,120. In June 2023, total orders for the A321neo reached 5,163, surpassing total orders for the A320ceo of 4,763, and making it the most-ordered variant of the A320 family. In July 2023, the total orders for the A321neo reached 5,259, surpassing the record 5,205 orders for the Boeing 737-800, becoming the most ordered variant of any airliner in the world. In December, the A320neo family became the first of airliner generations to reach a record order of 10,000 units and an order backlog of 7,000 units.
As of April 2024, a total of 11,430 A320 family aircraft have been delivered, with 6 A320ceos (2 A319s and 4 A320s) remaining in the backlog. In the first four months of 2024, Airbus has delivered 167 A320 family aircraft, comprising A320neo variants only. The A320 family backlog is over the 7,000 mark, with A321s accounting for 60% and total orders reached 18,607, while total orders for the 737 increased slightly to 16,526 aircraft, of which 11,743 had been delivered.

Type - Orders (Total - Backlog) - Deliveries (Total - 2024 - 2023 - 2022 - 2021 - 2020 - 2019 - 2018 - 2017 - 2016)
A318 - 80 - - - 80 - - - - - - - - - - - - - - - - - 1
A319 - 1,486 - 2 - 1,484 - - - - - - - 2 - 3 - 4 - 8 - 10 - 4
A320 - 4,756 - 4 - 4,752 - - - - - - - - - 3 - 49 - 133 - 184 - 251
A321 - 1,784 - - - 1,784 - - - - - - - 22 - 9 - 38 - 99 - 183 - 222
A320ceo - 8,106 - 6 - 8,100 - - - - - - - 24 - 15 - 91 - 240 - 377 - 477
A319neo - 62 - 45 - 17 - - - 7 - 6 - 2 - - - 2 - - - - - -
A320neo - 4,108 - 2,134 - 1,974 - 76 - 247 - 246 - 258 - 253 - 381 - 284 - 161 - 68
A321neo - 6,331 - 4,992 - 1,339 - 91 - 317 - 264 - 199 - 178 - 168 - 102 - 20 - -
A320neo - 10,501 - 7,171 - 3,330 - 167 - 571 - 516 - 459 - 431 - 551 - 386 - 181 - 68
(A320 family) - (18,607) - (7,177) - (11,430) - (167) - (571) - (516) - (483) - (446) - (642) - (626) - (558) - (545)

Type - Deliveries (2015 - 2014 - 2013 - 2012 - 2011 - 2010 - 2009 - 2008 - 2007 - 2006 - 2005 - 2004 - 2003 - 2002 - 2001 - 2000)
A318 - - - 1 - 2 - 2 - 2 - 6 - 13 - - - 17 - 8 - 9 - 10 - 9 - - - - - -
A319 - 24 - 34 - 38 - 38 - 47 - 51 - 88 - 98 - 105 - 137 - 142 - 87 - 72 - 85 - 89 - 112
A320 - 282 - 306 - 352 - 332 - 306 - 297 - 221 - 209 - 194 - 164 - 121 - 101 - 119 - 116 - 119 - 101
A321 - 184 - 150 - 102 - 83 - 66 - 51 - 87 - 66 - 51 - 30 - 17 - 35 - 33 - 35 - 49 - 28
A320ceo - 490 - 491 - 493 - 455 - 421 - 401 - 402 - 386 - 367 - 339 - 289 - 233 - 233 - 236 - 257 - 241
A320neo - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
(A320 family) - (490) - (491) - (493) - (455) - (421) - (401) - (402) - (386) - (367) - (339) - (289) - (233) - (233) - (236) - (257) - (241)

Type - Deliveries (1999 - 1998 - 1997 - 1996 - 1995 - 1994 - 1993 - 1992 - 1991 - 1990 - 1989 - 1988)
A318 - - - - - - - - - - - - - - - - - - - - - - - -
A319 - 88 - 53 - 47 - 18 - - - - - - - - - - - - - - - -
A320 - 101 - 80 - 58 - 38 - 34 - 48 - 71 - 111 - 119 - 58 - 58 - 16
A321 - 33 - 35 - 22 - 16 - 22 - 16 - - - - - - - - - - - -
A320ceo - 222 - 168 - 127 - 72 - 56 - 64 - 71 - 111 - 119 - 58 - 58 - 16
A320neo - - - - - - - - - - - - - - - - - - - - - - - -
(A320 family) - (222) - (168) - (127) - (72) - (56) - (64) - (71) - (111) - (119) - (58) - (58) - (16)

(Data as of 30 April 2024)

Accidents and incidents
As of March 2024, across the entire A320 family, 180 major aviation accidents and incidents have occurred, including 38 hull loss accidents (the latest being LATAM Perú Flight 2213 on 18 November 2022), resulting a total of 1490 fatalities. The A320 family has experienced 50 incidents in which several flight displays were lost.
As of 2015, the Airbus A320 family had experienced 0.12 fatal hull loss accidents for every million takeoffs and 0.26 total hull loss accidents for every million takeoffs.
Aircraft on display
Photograph - Registration number - Model - Build date - First flight - Last flight - Operator - Location - Status - Notes - Refs.
_ - F-WWAI - Airbus A320-131 - 1987 - February 1987 - 2019 - Airbus Industries - Aeroscopia Museum Blagnac, France - On static display - First A320 prototype - _
_ - F-GGEF - Airbus A320-100 - 1987 - July 1987 - March 2008 - Airbus Industries . Air Inter . Air Inter Europe . Air France - Dresden Airport, Dresden, Germany - On static display - Fuselage only - _
_ - D-AIPF - A320-211 - 1989 - 18 October 1989 - 16 March 2020 - Lufthansa - Deutsches Museum, Munich, Germany - On static display - Named Deggendorf by Lufthansa. Nose on static display - _
_ - N106US - Airbus A320-214 - 1999 - 15 June 1999 - 15 January 2009 - US Airways - Sullenberger Aviation Museum in Charlotte, North Carolina - On static display - Aircraft involved as US Airways Flight 1549 - _

Specifications

Airbus A320 family specifications
Subtype - A318 - A319 - A320 - A321
Cockpit crew - Two (A318 - A319 - A320 - A321)
Exit limit EASA/FAA - 136 - 160 - 195/190 - 236
1-class max. seating - 132 at 29-30 in (74-76 cm) pitch - 156 at 28-30 in (71-76 cm) pitch - 186 at 29 in (74 cm) pitch - 230 at 28 in (71 cm) pitch
1-class, typical - 117 at 32 in (81 cm) pitch - 134 at 32 in (81 cm) pitch - 164 at 32 in (81 cm) pitch - 199 at 32 in (81 cm) pitch
2-class, typical - 107 (8F @ 38 in, 99Y @ 32 in) - 124 (8F @ 38 in, 116Y @ 32 in) - 150 (12F @ 36 in, 138Y @ 32 in) - 185 (16F @ 36 in, 169Y @ 32 in)
Cargo volume - 21.20 m3 (749 cu ft) - 27.70 m3 (978 cu ft) - 37.40 m3 (1,321 cu ft) - 51.70 m3 (1,826 cu ft)
Unit load devices - _ - 4× LD3-45 - 7× LD3-45 - 10× LD3-45
Length - 31.44 m (103 ft 2 in) - 33.84 m (111 ft 0 in) - 37.57 m (123 ft 3 in) - 44.51 m (146 ft 0 in)
Wingspan - 34.10 m (111 ft 11 in) - 35.8 m (117 ft 5 in) [c] (A319 - A320 - A321)
Wing area - 122.4 m2 (1,318 sq ft), 9.5 AR - 124 m2 (1,330 sq ft), 10.3 AR (A319 - A320) - 128 m2 (1,380 sq ft), 10 AR
Wingsweep - 25 degrees (A318 - A319 - A320 - A321)
Height - 12.56 m (41 ft 2 in) - 11.76 m (38 ft 7 in) (A319 - A320 - A321)
Fuselage - 4.14 m (13 ft 7 in) height, 3.95 m (13 ft 0 in) width, 3.70 m (12 ft 2 in) cabin width (A318 - A319 - A320 - A321)
MTOW - 68 t (150,000 lb) - 75.5 t (166,000 lb) - 78 t (172,000 lb) - 93.5 t (206,000 lb)
Max. payload - 15 t (33,000 lb) - 17.7 t (39,000 lb) - 19.9 t (44,000 lb) - 25.3 t (56,000 lb)
Fuel capacity - 24,210 L (6,400 US gal) - 24,210-30,190 L (6,400-7,980 US gal) - 24,210-27,200 L (6,400-7,190 US gal) - 24,050-30,030 L (6,350-7,930 US gal)
OEW - 39.5 t (87,100 lb) - 40.8 t (89,900 lb) - 42.6 t (93,900 lb) - 48.5 t (107,000 lb)
Minimum Weight - 34.5 t (76,000 lb) - 35.4 t (78,000 lb) - 37.23 t (82,100 lb) - 47.5 t (105,000 lb)
Speed - Cruise: Mach 0.78 (447 kn; 829 km/h; 515 mph) . MMO: Mach 0.82 (470 kn; 871 km/h) (A318 - A319 - A320 - A321)
Range [d] - 3,100 nmi (5,700 km; 3,600 mi) - 3,750 nmi (6,940 km; 4,320 mi) [c] - 3,300 nmi (6,100 km; 3,800 mi) [c] - 3,200 nmi (5,900 km; 3,700 mi) [c]
Takeoff (MTOW, SL, ISA) - 1,780 m (5,840 ft) - 1,850 m (6,070 ft) - 2,100 m (6,900 ft) - _
Landing (MLW, SL, ISA) - 1,230 m (4,040 ft) - 1,360 m (4,460 ft) - 1,500 m (4,900 ft) - _
Ceiling - 39,100-41,000 ft (11,900-12,500 m) (A318 - A319 - A320 - A321)
Engines (×2) - CFM International CFM56-5B, 68.3 in (1.73 m) fan + PW6000A, 56.5 in (1.44 m) fan - CFM International CFM56-5B, 68.3 in (1.73 m) fan + IAE V2500-A5, 63.5 in (1.61 m) fan (A319 - A320 - A321)
Thrust (×2) - 96-106 kN (22,000-24,000 lbf) - 98-120 kN (22,000-27,000 lbf) (A319 - A320) - 133-147 kN (30,000-33,000 lbf)
ICAO code - A318 - A319 - A320 - A321

Aircraft Type Designations

Aircraft model - Certification date - Engines
A318-111 - 23 May 2003 - CFM56-5B8/P
A318-112 - 23 May 2003 - CFM56-5B9/P
A318-121 - 21 December 2005 - PW6122A
A318-122 - 21 December 2005 - PW6124A
A319-111 - 10 April 1996 - CFM56-5B5 or 5B5/P
A319-112 - 10 April 1996 - CFM56-5B6 or 5B6/P or 5B6/2P
A319-113 - 31 May 1996 - CFM56-5A4 or 5A4/F
A319-114 - 31 May 1996 - CFM56-5A5 or 5A5/F
A319-115 - 30 July 1999 - CFM56-5B7 or 5B7/P
A319-131 - 18 December 1996 - IAE Model V2522-A5
A319-132 - 18 December 1996 - IAE Model V2524-A5
A319-133 - 30 July 1999 - IAE Model V2527M-A5
A320-111 - 26 February 1988 - CFM56-5A1 or 5A1/F
A320-211 - 8 November 1988 - CFM56-5A1 or 5A1/F
A320-212 - 20 November 1990 - CFM56-5A3
A320-214 - 10 March 1995 - CFM56-5B4 or 5B4/P or 5B4/2P
A320-215 - 22 June 2006 - CFM56-5B5
A320-216 - 14 June 2006 - CFM56-5B6
A320-231 - 20 April 1989 - IAE Model V2500-A1
A320-232 - 28 September 1993 - IAE Model V2527-A5
A320-233 - 12 June 1996 - IAE Model V2527E-A5
A321-111 - 27 May 1995 - CFM56-5B1 or 5B1/P or 5B1/2P
A321-112 - 15 February 1995 - CFM56-5B2 or 5B2/P
A321-131 - 17 December 1993 - IAE Model V2530-A5
A321-211 - 20 March 1997 - CFM56-5B3 or 5B3/P or 5B3/2P
A321-212 - 31 August 2001 - CFM56-5B1 or 5B1/P or 5B1/2P
A321-213 - 31 August 2001 - CFM56-5B2 or 5B2/P
A321-231 - 20 March 1997 - IAE Model V2533-A5
A321-232 - 31 August 2001 - IAE Model V2530-A5

Related development
Airbus A320neo family

Aircraft of comparable role, configuration, and era
Airbus A220
Boeing 717
Boeing 737 Classic
Boeing 737 Next Generation
Boeing 757
Comac C919
Embraer 195
Irkut MC-21
McDonnell Douglas MD-80
McDonnell Douglas MD-90
Tupolev Tu-204

Notes
a) Final assembly in France (Toulouse), Germany (Hamburg), China (Tianjin), and the United States (Mobile, Alabama).
b) As of 30 September 2017, Airbus still lists American Airlines and US Airways as separate operators. Following a merger of the airlines in October 2015, the American Airlines total used here is a combination of both carriers.
c) with sharklets
d) typical passengers and bags

An A320 prototype in flight: a low-wing airliner with twin underwing turbofans
The Joint European Transport JET2-100 concept
The A320 first prototype (retrofitted with IAE V2500-A1 engines) at the 1988 Farnborough Airshow
The first A320 was delivered to Air France on 28 March 1988; the early A320-100s had no wingtip fences
Lufthansa was the first to receive the stretched A321 on 27 January 1994
The first A319 was delivered to Swissair on 25 April 1996
Frontier Airlines received the first A318 on 22 July 2003
An Airbus A321 on final assembly line 3 in the Airbus Hamburg-Finkenwerder plant
Wingtip sharklet
Airbus A320neo with larger engines and sharklets
The Airbus A320 is a low-wing airliner with twin turbofans and a conventional tail
Planform view with flaps still partly extended, showing the 10.3 wing aspect ratio and 25° wing sweep
The A320 glass cockpit has fly-by-wire controls
The CFM56, with unmixed exhaust, is available on all variants
The IAE V2500, with mixed exhaust, equips the larger variants
The PW6000 is available on the smallest A318
The main competition of the A320 family (background) is the Boeing 737 Next Generation (foreground)
A320-200 with cargo door open during operations with one of its largest customers, AirAsia
Airbus A32X family
The 31.44 m (103.1 ft) long A318 is the shortest variant, here in the livery of British Airways
The A319, 3.73 m (12 ft 3 in) shorter than the A320, has a single overwing exit per side for exit limits of 145, and two per side for 146 and above as seen on this easyJet aircraft
An ACJ319 cabin
A rare A320-100 operated by Air France in 2009
The A321 is 6.93 m (22 ft 9 in) longer than the A320; overwing exits are replaced by doors
MSN 835, the first converted A321, in passenger configuration
American Airlines is the largest A320 operator

List of Airbus A320 orders and deliveries
Customer . A318 (Ord . Del . Bl) . A319ceo (Ord . Del . Bl) . A319neo (Ord . Del . Bl) . A320ceo (Ord . Del . Bl) . A320neo (Ord . Del . Bl) . A321ceo (Ord . Del . Bl) . A321neo (Ord . Del . Bl) . Total (Ord . Del . Bl)
Airbus Executive and Private Aviation / 20 / 20 / / 77 / 77 / / 9 / 6 / 3 / 20 / 20 / / 10 / 9 / 1 / 1 / 1 / / 2 / 2 / / 139 / 135 / 4
Accipiter / / / / / / / / / / / / / 13 / / 13 / / / / 7 / / 7 / 20 / / 20
ACES Colombia / / / / / / / / / / 8 / 8 / / / / / / / / / / / 8 / 8 /
Adria Airways / / / / / / / / / / 5 / 5 / / / / / / / / / / / 5 / 5 /
Aegean Airlines / / / / / / / / / / 19 / 19 / / 9 / 6 / 3 / / / / 21 / 8 / 13 / 49 / 33 / 16
AerCap / / / / 7 / 7 / / / / / 20 / 20 / / 153 / 136 / 17 / 8 / 8 / / 163 / 95 / 68 / 351 / 266 / 85
Aerdragon Aviation Partners / / / / / / / / / / 13 / 13 / / / / / / / / / / / 13 / 13 /
Aer Lingus / / / / / / / / / / 17 / 17 / / 6 / 2 / 4 / 3 / 3 / / 6 / / 6 / 32 / 22 / 10
Aeroflot / / / / 4 / 4 / / / / / 1 / 1 / / / / / 26 / 26 / / / / / 31 / 31 /
Aero K / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
Aero Lloyd / / / / / / / / / / 4 / 4 / / / / / 5 / 5 / / / / / 9 / 9 /
Aerospace Trading Holding Limited / / / / / / / / / / 16 / 16 / / / / / 11 / 11 / / / / / 27 / 27 /
Aerostar Leasing / / / / / / / / / / 12 / 12 / / / / / / / / / / / 12 / 12 /
AerVenture / / / / 12 / 12 / / / / / 44 / 44 / / / / / 3 / 3 / / / / / 59 / 59 /
Afriqiyah Airways / / / / 3 / 3 / / / / / 8 / 8 / / / / / / / / / / / 11 / 11 /
Aigle Azur / / / / 1 / 1 / / / / / / / / / / / / / / / / / 1 / 1 /
Air Arabia / / / / / / / / / / 49 / 49 / / 73 / / 73 / / / / 47 / / 47 / 169 / 49 / 120
Air Asia / / / / / / / / / / 188 / 188 / / 38 / 38 / / / / / 366 / 4 / 362 / 592 / 230 / 362
Air Asia X / / / / / / / / / / / / / / / / / / / 20 / / 20 / 20 / / 20
Air Astana / / / / / / / / / / 4 / 4 / / / / / 2 / 2 / / / / / 6 / 6 /
Air Berlin / / / / 13 / 13 / / / / / 54 / 54 / / / / / 18 / 18 / / / / / 85 / 85 /
Air Blue / / / / / / / / / / 1 / 1 / / / / / / / / / / / 1 / 1 /
Air Cairo / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
Air Calin / / / / / / / / / / 1 / 1 / / 2 / 2 / / / / / / / / 3 / 3 /
Air Canada / / / / 37 / 37 / / / / / 28 / 28 / / / / / 10 / 10 / / 10 / / 10 / 85 / 75 / 10
Air China / / / / 33 / 33 / / 5 / / 5 / 40 / 40 / / 27 / 21 / 6 / 53 / 53 / / 65 / 15 / 50 / 223 / 162 / 61
Air China Zhejiang Company / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
Air Côte d'Ivoire / / / / / / / / / / 2 / 2 / / 1 / 1 / / / / / / / / 3 / 3 /
Aircraft Purchase Fleet / / / / 10 / 10 / / / / / 16 / 16 / / / / / / / / / / / 26 / 26 /
Air Deccan / / / / / / / / / / 12 / 12 / / / / / / / / / / / 12 / 12 /
Air France / 18 / 18 / / 19 / 19 / / / / / 45 / 45 / / / / / 7 / 7 / / / / / 89 / 89 /
Air India / / / / / / / / / / / / / 70 / / 70 / / / / 140 / / 140 / 210 / / 210
Air Inter / / / / 9 / 9 / / / / / 22 / 22 / / / / / 7 / 7 / / / / / 38 / 38 /
Air Jamaica / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
Air Lease Corporation / / / / / / / / / / 30 / 30 / / 30 / 29 / 1 / 29 / 29 / / 259 / 109 / 150 / 348 / 197 / 151
Air Macau / / / / / / / / / / / / / / / / 1 / 1 / / / / / 1 / 1 /
Air Malta / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Air Mauritius / / / / 2 / 2 / / / / / / / / / / / / / / / / / 2 / 2 /
Air Namibia / / / / 2 / 2 / / / / / / / / / / / / / / / / / 2 / 2 /
Air New Zealand / / / / / / / / / / 18 / 18 / / 4 / 4 / / / / / 11 / 8 / 3 / 33 / 30 / 3
Air One / / / / / / / / / / 26 / 26 / / / / / / / / / / / 26 / 26 /
Air Travel / / / / 3 / 3 / / / / / / / / / / / / / / / / / 3 / 3 /
ALAFCO / / / / / / / / / / 25 / 25 / / 39 / 39 / / / / / / / / 64 / 64 /
ITA Airlines / / / / 12 / / / / / / 11 / 11 / / / / / 23 / 23 / / / / / 46 / 46 /
Allegiant Air / / / / / / / / / / 13 / 13 / / / / / / / / / / / 13 / 13 /
All Nippon Airways / / / / / / / / / / 33 / 33 / / / / / 7 / 7 / / / / / 40 / 40 /
Alphastream AG / / / / / / / / / / 3 / 3 / / / / / 2 / 2 / / / / / 5 / 5 /
Al Sahaab Aircraft Leasing / / / / / / / / / / 5 / 5 / / / / / / / / / / / 5 / 5 /
American Airlines / / / / 7 / 7 / / / / / / / / / / / 71 / 71 / / 124 / 70 / 54 / 202 / 148 / 54
America West / / / / 35 / 35 / / / / / 23 / 23 / / / / / / / / / / / 58 / 58 /
Ana Holding / / / / / / / / / / / / / 26 / 14 / 12 / 4 / 4 / / 25 / 22 / 3 / 55 / 40 / 15
Ansett Australia / / / / / / / / / / 19 / 19 / / / / / / / / / / / 19 / 19 /
Arctic Aviation Assets Dac / / / / / / / / / / / / / 7 / 7 / / / / / / / / 7 / 7 /
Arkia Israel Airlines / / / / / / / / / / / / / / / / / / / 3 / 2 / 1 / 3 / 2 / 1
Asiana Airlines / / / / / / / / / / 4 / 4 / / / / / 8 / 8 / / 25 / 9 / 16 / 37 / 21 / 16
Asiawide / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Atlantic Airways / / / / 1 / 1 / / / / / 1 / 1 / / 2 / / 2 / / / / / / / 4 / 2 / 2
Austrian Airlines / / / / 7 / 7 / / / / / 8 / 8 / / / / / 6 / 6 / / / / / 21 / 21 /
Avianca / / / / 8 / 8 / / / / / 39 / 39 / / 98 / 10 / 88 / / / / 2 / 2 / / 147 / 59 / 88
Avianca El Salvador / / / / 21 / 21 / / / / / 45 / 45 / / / / / 12 / 12 / / / / / 78 / 78 /
Avianca Holdings / / / / 5 / 5 / / / / / 6 / 6 / / / / / 2 / 2 / / / / / 13 / 13 /
Aviation Capital Group / / / / 4 / 4 / / / / / 41 / 41 / / 57 / 47 / 10 / 22 / 22 / / 69 / 37 / 32 / 193 / 151 / 42
Avolon / / / / 4 / 4 / / / / / 4 / 4 / / 138 / 57 / 81 / 4 / 4 / / 189 / 4 / 185 / 339 / 73 / 266
AWAS / / / / / / / / / / 100 / 100 / / / / / 3 / 3 / / / / / 103 / 103 /
Azerbaijan Airlines / / / / 3 / 3 / / / / / / / / 6 / / 6 / / / / 6 / / 6 / 15 / 3 / 12
Azul Finance LLC / / / / / / / / / / / / / 3 / 3 / / / / / 18 / / 18 / 21 / 3 / 18
BBAM Aircraft Management / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
Beijing Capital Airlines / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
BMED – British Mediterranean Airways / / / / / / / / / / / / / / / / 2 / 2 / / / / / 2 / 2 /
BMI – British Midland International / / / / / / / / / / 6 / 6 / / / / / 8 / 8 / / / / / 14 / 14 /
BOC Aviation / / / / 17 / 17 / / / / / 177 / 177 / / 112 / 70 / 42 / 51 / 51 / / 93 / 20 / 73 / 450 / 335 / 115
Bank of Communications Financial Leasing Co., Ltd. / / / / / / / / / / 2 / 2 / / 38 / 38 / / 10 / 10 / / 3 / 3 / / 53 / 53 /
Boullioun Aviation Services / / / / 2 / 2 / / / / / 24 / 24 / / / / / 4 / 4 / / / / / 30 / 30 /
British Airways / 2 / 2 / / 33 / 33 / / / / / 51 / 51 / / 33 / 20 / 13 / 16 / 16 / / 20 / 13 / 7 / 155 / 135 / 20
CALC-China Aircraft Leasing Company / / / / 1 / 1 / / / / / 72 / 72 / / 98 / 48 / 50 / 6 / 6 / / 75 / 12 / 63 / 252 / 139 / 113
Canadian Airlines / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
CASGC / / / / 3 / 3 / / / / / / / / / / / / / / / / / 3 / 3 /
Cathay Dragon / / / / / / / / / / 5 / 5 / / / / / 2 / 2 / / / / / 7 / 7 /
Cathay Pacific / / / / / / / / / / / / / 8 / / 8 / / / / 56 / 16 / 40 / 64 / 16 / 48
Cebu Pacific / / / / 10 / 10 / / / / / 29 / 29 / / 13 / 7 / 6 / 7 / 7 / / 34 / 13 / 21 / 93 / 66 / 27
Chengdu Airlines / / / / 4 / 4 / / / / / 26 / 26 / / 7 / 7 / / / / / 1 / 1 / / 38 / 38 /
China Airlines / / / / / / / / / / / / / / / / / / / 11 / / 11 / 11 / / 11
China Development Bank / / / / / / / / / / 18 / 18 / / 50 / 33 / 17 / 7 / 7 / / 42 / 15 / 27 / 117 / 73 / 44
China Eastern Airlines / / / / 33 / 33 / / / / / 124 / 124 / / 102 / 70 / 32 / 72 / 72 / / 68 / / 68 / 399 / 299 / 100
China Eastern Xibei Airlines / / / / / / / / / / 13 / 13 / / / / / / / / / / / 13 / 13 /
China Express Airlines / / / / / / / / / / 11 / 11 / / 15 / 15 / / / / / / / / 26 / 26 /
China Northern Airlines / / / / / / / / / / / / / / / / 10 / 10 / / / / / 10 / 10 /
China Southern Airlines / / / / 14 / 14 / / 9 / 4 / 5 / 100 / 100 / / 38 / 16 / 22 / 77 / 77 / / 99 / 30 / 69 / 337 / 241 / 96
CIT Group / / / / 36 / 36 / / / / / 80 / 80 / / 20 / 20 / / 34 / 34 / / 1 / 1 / / 171 / 171 /
Citilink / / / / / / / / / / / / / 25 / / 25 / / / / / / / 25 / / 25
CMB Financial Leasing / / / / / / / / / / / / / 18 / 8 / 10 / 8 / 8 / / 8 / 7 / 1 / 34 / 23 / 11
Condor / / / / / / / / / / / / / 2 / / 2 / / / / 2 / / 2 / 4 / / 4
Condor Berlin / / / / / / / / / / 12 / 12 / / / / / / / / / / / 12 / 12 /
Croatia Airlines / / / / 4 / 4 / / / / / 2 / 2 / / / / / / / / / / / 6 / 6 /
Cyprus Airways Old / / / / 2 / 2 / / / / / 8 / 8 / / / / / / / / / / / 10 / 10 /
Czech Airlines / / / / 7 / 7 / / / / / 6 / 6 / / / / / / / / / / / 13 / 13 /
DAE Capital / / / / / / / / / / / / / 2 / 2 / / / / / / / / 2 / 2 /
Delta Air Lines / / / / / / / / / / / / / / / / 127 / 127 / / 155 / 48 / 107 / 282 / 175 / 107
Druk Air / / / / 3 / 3 / / / / / / / / 1 / 1 / / / / / / / / 4 / 4 /
EasyJet / / / / 172 / 172 / / / / / 149 / 149 / / 200 / 54 / 146 / / / / 184 / 15 / 169 / 705 / 390 / 315
Edelweiss Air / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
EgyptAir / / / / / / / / / / 12 / 12 / / / / / 4 / 4 / / / / / 16 / 16 /
Etihad Airways / / / / / / / / / / 11 / 11 / / / / / 7 / 7 / / 20 / / 20 / 38 / 18 / 20
EVA Air / / / / / / / / / / / / / / / / / / / 8 / / 8 / 8 / / 8
Finnair / / / / 5 / 5 / / / / / 9 / 9 / / / / / 9 / 9 / / / / / 23 / 23 /
First Choice Airways / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
Flightlease / / / / / / / / / / 9 / 9 / / / / / 1 / 1 / / / / / 10 / 10 /
Flynas / / / / / / / / / / / / / 107 / 47 / 60 / / / / 10 / / 10 / 117 / 47 / 70
Frontier Airlines / 9 / 9 / / 19 / 19 / / / / / 4 / 4 / / 129 / 80 / 49 / 19 / 19 / / 176 / 15 / 161 / 356 / 146 / 210
Garuda Indonesia / / / / / / / / / / 7 / 7 / / 8 / 8 / / / / / / / / 15 / 15 /
GATX Flightlease / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
GB Airways / / / / / / / / / / 7 / 7 / / / / / 6 / 6 / / / / / 13 / 13 /
GECAS / 12 / 12 / / 69 / 69 / / / / / 236 / 236 / / 101 / 88 / 13 / 38 / 38 / / 112 / 61 / 51 / 568 / 504 / 64
Germania / / / / 3 / 3 / / / / / / / / / / / 2 / 2 / / / / / 5 / 5 /
Germanwings / / / / 31 / 31 / / / / / / / / / / / / / / / / / 31 / 31 /
Global aircraft Trading PTE LTD / / / / / / / / / / 8 / 8 / / / / / 3 / 3 / / / / / 11 / 11 /
GoAir / / / / / / / / / / 15 / 15 / / 128 / 56 / 72 / / / / / / / 143 / 71 / 72
Grupo Taca / / / / / / / / / / 1 / 1 / / / / / / / / / / / 1 / 1 /
Guinness Peat Aviation / / / / / / / / / / 51 / 51 / / / / / / / / / / / 51 / 51 /
Gulf Air / / / / / / / / / / 30 / 30 / / 12 / 6 / 6 / 6 / 6 / / 17 / 12 / 5 / 65 / 54 / 11
Hainan Airlines / / / / 28 / 28 / / / / / 28 / 28 / / / / / / / / / / / 56 / 56 /
Hamburg International / / / / 12 / 10 / 2 / / / / / / / / / / / / / / / / 12 / 10 / 2
Hawaiian Airlines / / / / / / / / / / / / / / / / / / / 16 / 16 / / 16 / 16 /
Hong Kong Airlines / / / / / / / / / / 30 / 30 / / / / / / / / / / / 30 / 30 /
Iberia / / / / 21 / 21 / / / / / 85 / 85 / / 15 / 15 / / 19 / 19 / / 20 / 12 / 8 / 160 / 152 / 8
Icelandair / / / / / / / / / / / / / / / / / / / 13 / / 13 / 13 / / 13
ICBC / / / / 2 / 2 / / / / / 48 / 48 / / 29 / 29 / / 16 / 16 / / 21 / 21 / / 116 / 116 /
International Airlines Group / / / / / / / / / / / / / 24 / / 24 / / / / 21 / / 21 / 45 / / 45
ILFC / / / / 153 / 153 / / / / / 213 / 213 / / / / / 91 / 91 / / / / / 457 / 457 /
IndiGo / / / / / / / / / / 100 / 100 / / 459 / 188 / 271 / / / / 771 / 94 / 676 / 1,330 / 383 / 947
Interjet / / / / / / / / / / 20 / 20 / / 2 / 2 / / / / / / / / 22 / 22 /
International Airfinance Corporation / / / / / / / / / / 30 / 30 / / / / / / / / / / / 30 / 30 /
International Aviation Investments and Trading Lim / / / / / / / / / / 6 / 6 / / / / / 5 / 5 / / / / / 11 / 11 /
Iran Air / / / / / / / / / / / / / / / / 1 / 1 / / / / / 1 / 1 /
Israir Airlines / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
ITA Airways / / / / / / / / / / / / / 11 / / 11 / / / / / / / 11 / / 11
Jackson Square Aviation / / / / / / / / / / 4 / 4 / / / / / / / / / / / 4 / 4 /
Jazeera Airways / / / / / / / / / / 10 / 10 / / 20 / 2 / 18 / / / / 8 / / 8 / 38 / 12 / 26
Jet2 plc / / / / / / / / / / / / / 35 / / 35 / / / / 75 / 5 / 70 / 110 / 5 / 105
JetBlue Airways / / / / / / / / / / 132 / 132 / / / / / 61 / 61 / / 85 / 30 / 55 / 278 / 223 / 55
JetSmart / / / / / / / / / / 6 / 6 / / 21 / 6 / 15 / / / / 60 / 2 / 58 / 87 / 14 / 73
Juneyao Airlines / / / / / / / / / / 19 / 19 / / 13 / 13 / / 15 / 15 / / 9 / 9 / / 56 / 56 /
Kawasaki Leasing / / / / / / / / / / 8 / 8 / / / / / / / / / / / 8 / 8 /
Kingfisher Airlines / / / / / / / / / / 2 / 2 / / / / / 6 / 6 / / / / / 8 / 8 /
Korean Air / / / / / / / / / / / / / / / / / / / 50 / 9 / 41 / 50 / 9 / 41
Kuwait Airways / / / / / / / / / / 3 / 3 / / 9 / 9 / / / / / 9 / / 9 / 21 / 12 / 9
Lao Airlines / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
LATAM Brasil / / / / 25 / 25 / / / / / 78 / 78 / / / / / 12 / 12 / / 15 / 2 / / 115 / 115 /
LATAM Airlines Group / 15 / 15 / / 26 / 26 / / / / / 68 / 68 / / 38 / 25 / 13 / 38 / 38 / / 75 / / 75 / 260 / 172 / 88
Leisure International Airways / / / / / / / / / / / / / / / / 2 / 2 / / / / / 2 / 2 /
Lerner Enterprises / / / / 1 / 1 / / / / / / / / / / / / / / / / / 1 / 1 /
Libyan Airlines / / / / / / / / / / 7 / 7 / / / / / / / / / / / 7 / 7 /
Lion Air / / / / / / / / / / 44 / 44 / / 113 / 1 / 112 / / / / 65 / / 65 / 222 / 45 / 177
Loong Air / / / / / / / / / / 11 / 11 / / 9 / 9 / / / / / / / / 20 / 20 /
Lotus Air / / / / / / / / / / 1 / 1 / / / / / / / / / / / 1 / 1 /
LTU International / / / / / / / / / / 4 / 4 / / / / / 2 / 2 / / / / / 6 / 6 /
Lufthansa / / / / 30 / 30 / / / / / 123 / 123 / / 85 / 49 / 36 / 64 / 64 / / 39 / 21 / 18 / 341 / 287 / 54
Macquerie Aircraft Leasing / / / / 1 / 1 / / / / / 36 / 36 / / / / / 7 / 7 / / / / / 44 / 44 /
Macquarie Financial Holdings Ltd / / / / / / / / / / / / / 20 / / 20 / / / / / / / 20 / / 20
Malta MedAir / / / / / / / / / / / / / 1 / 1 / / / / / / / / 1 / 1 /
Mexicana de Aviación / / / / / / / / / / 16 / 12 / 4 / / / / / / / / / / 16 / 12 / 4
Middle East Airlines / / / / / / / / / / 7 / 7 / / / / / 6 / 6 / / 15 / 9 / 6 / 28 / 22 / 6
Monarch Airlines / / / / / / / / / / 2 / 2 / / / / / 7 / 7 / / / / / 9 / 9 /
MyTravel Airways (UK) / / / / / / / / / / / / / / / / 4 / 4 / / / / / 4 / 4 /
Nacil Indian Airlines / / / / 19 / 19 / / / / / 35 / 35 / / / / / 20 / 20 / / / / / 74 / 74 /
Nepal Airlines / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Niki / / / / 2 / 2 / / / / / 14 / 14 / / / / / 4 / 4 / / / / / 20 / 20 /
Northwest Airlines / / / / 77 / 77 / / / / / 78 / 78 / / / / / / / / / / / 155 / 155 /
Nouvelair / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
OHA Center Street Aircraft Holding / / / / 2 / 2 / / / / / / / / / / / / / / / / / 2 / 2 /
Onur Air / / / / / / / / / / / / / / / / 2 / 2 / / / / / 2 / 2 /
Orbest Orizonia Airlines / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Orix / / / / / / / / / / 24 / 24 / / / / / / / / / / / 24 / 24 /
Pacific Airlines / / / / / / / / / / 10 / 10 / / / / / / / / / / / 10 / 10 /
Peach Aviation / / / / / / / / / / 10 / 10 / / 9 / 8 / 1 / / / / 1 / 1 / / 20 / 19 / 1
Pegasus Airlines / / / / / / / / / / / / / 42 / 42 / / / / / 108 / 40 / 68 / 150 / 82 / 68
Philippine Airlines / / / / / / / / / / 15 / 15 / / / / / 24 / 24 / / 21 / 8 / 13 / 60 / 47 / 13
Qantas / / / / / / / / / / 75 / 75 / / 45 / / 45 / 1 / 1 / / 84 / 11 / 73 / 205 / 87 / 118
Qatar Airways / / / / / / / / / / 39 / 39 / / / / / 6 / 6 / / 50 / / 50 / 95 / 45 / 50
Qingdao Airlines / / / / / / / / / / 5 / 5 / / 15 / 15 / / / / / 2 / 2 / / 22 / 22 /
Royal Air Maroc / / / / / / / / / / / / / / / / 4 / 4 / / / / / 4 / 4 /
Royal Brunei Airlines / / / / / / / / / / / / / 7 / 7 / / / / / / / / 7 / 7 /
Royal Jordanian / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
Sabena / / / / 15 / 15 / / / / / 3 / 3 / / / / / 3 / 3 / / / / / 21 / 21 /
SalamAir / / / / / / / / / / / / / 1 / 1 / / / / / / / / 1 / 1 /
Saudia / / / / / / / / / / 7 / 7 / / 30 / 20 / 10 / 15 / 15 / / 35 / 6 / 29 / 87 / 48 / 39
Saudi Gulf Airline Company / / / / / / / / / / 4 / 4 / / 10 / / 10 / / / / / / / 14 / 4 / 10
Scandinavian Airlines / / / / 4 / 4 / / / / / / / / 65 / 51 / 14 / 8 / 8 / / / / / 77 / 63 / 14
Scoot / / / / / / / / / / 49 / 49 / / 18 / 6 / 12 / / / / 6 / / 6 / 73 / 55 / 18
Shanghai Airlines / / / / / / / / / / / / / / / / 5 / 5 / / / / / 5 / 5 /
Shenzhen Airlines / / / / 8 / 8 / / / / / 64 / 64 / / 45 / 27 / 18 / / / / 14 / / 14 / 131 / 99 / 32
Shorouk Air / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Sichuan Airlines / / / / 16 / 16 / / 2 / / 2 / 35 / 35 / / 9 / 8 / 1 / 41 / 41 / / 8 / 5 / 3 / 111 / 105 / 6
SilkAir / / / / 8 / 8 / / / / / 19 / 19 / / / / / / / / / / / 27 / 27 /
Skyserv / / / / / / / / / / / / / 4 / 4 / / / / / / / / 4 / 4 /
Sky Airline / / / / / / / / / / / / / / / / / / / 10 / / 10 / 10 / / 10
Sky Express / / / / / / / / / / / / / 1 / 1 / / / / / / / / 1 / 1 /
SMBC Aviation Capital / / / / 1 / 1 / / / / / 89 / 89 / / 201 / 55 / 146 / 6 / 6 / / 61 / 28 / 33 / 358 / 179 / 179
South African Airways / / / / 11 / 11 / / / / / 17 / 17 / / / / / / / / / / / 28 / 28 /
Spanair / / / / / / / / / / 11 / 11 / / / / / 3 / 3 / / / / / 14 / 14 /
Spirit Airlines / / / / 7 / 7 / / / / / 55 / 55 / / 86 / 49 / 37 / 30 / 30 / / 62 / / 62 / 240 / 141 / 99
Spring Airlines / / / / / / / / / / 46 / 46 / / 45 / 31 / 14 / / / / 15 / 11 / 4 / 106 / 88 / 18
SriLankan Airlines / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
StarFlyer / / / / / / / / / / 3 / 3 / / / / / / / / / / / 3 / 3 /
Sudan Airways / / / / / / / / / / 1 / 1 / / / / / / / / / / / 1 / 1 /
Sunclass Airlines / / / / / / / / / / 6 / 6 / / / / / 4 / 4 / / / / / 10 / 10 /
Swiss International Air Lines / / / / / / / / / / 4 / 4 / / 16 / 6 / 10 / 3 / 3 / / 9 / 4 / 5 / 32 / 17 / 15
Swissair / / / / 6 / 6 / / / / / 17 / 17 / / / / / 6 / 6 / / / / / 29 / 29 /
Synergy Aerospace / / / / / / / / / / 20 / 20 / / / / / / / / / / / 20 / 20 /
Syrian Air / / / / / / / / / / 6 / 6 / / / / / / / / / / / 6 / 6 /
TAP Portugal / / / / 13 / 13 / / / / / 5 / 5 / / 15 / 2 / 13 / 3 / 3 / / 19 / 9 / 10 / 55 / 32 / 23
TAROM / 4 / 4 / / / / / / / / / / / / / / / / / / / / 4 / 4 /
Texas Aviation Group / / / / 3 / 3 / / / / / / / / / / / / / / / / / 3 / 3 /
Thai Airways International / / / / / / / / / / 5 / 5 / / / / / / / / / / / 5 / 5 /
Thomas Cook AG / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Three Twenty Holdings / / / / / / / / / / 2 / 2 / / / / / / / / / / / 2 / 2 /
Tibet Airlines / / / / 29 / 29 / / 7 / 7 / / 6 / 6 / / / / / / / / / / / 42 / 42 /
Tigerair Australia / / / / / / / / / / 6 / 6 / / / / / / / / / / / 6 / 6 /
Tigerair Taiwan / / / / / / / / / / / / / 7 / / 7 / / / / / / / 7 / / 7
Timaero Ireland Limited / / / / / / / / / / / / / 20 / / 20 / / / / / / / 20 / / 20
TransAsia Airways / / / / / / / / / / 5 / 5 / / / / / 12 / 12 / / / / / 17 / 17 /
Tunisair / / / / 4 / 4 / / / / / 18 / 18 / / 5 / 5 / / / / / / / / 27 / 27 /
Turkish Airlines / / / / 6 / 6 / / / / / 19 / 19 / / / / / 65 / 65 / / 238 / 42 / 196 / 328 / 132 / 196
United Airlines / / / / 55 / 55 / / / / / 98 / 98 / / / / / / / / 180 / 4 / 176 / 333 / 157 / 176
US Airways / / / / 66 / 66 / / / / / 28 / 28 / / / / / 121 / 121 / / / / / 215 / 215 /
UTair Aviation / / / / / / / / / / / / / / / / 12 / 12 / / / / / 12 / 12 /
Uzbekistan Airways / / / / / / / / / / 10 / 10 / / 8 / / 8 / / / / 4 / / 4 / 22 / 10 / 12
VietJet Air / / / / / / / / / / 12 / 12 / / / / / 36 / 36 / / 138 / 30 / 108 / 186 / 78 / 108
Vietnam Aircraft Leasing Company / / / / / / / / / / / / / / / / 10 / 10 / / / / / 10 / 10 /
Vietnam Airlines / / / / / / / / / / / / / / / / 41 / 41 / / / / / 41 / 41 /
Virgin America / / / / 8 / 8 / / / / / 19 / 19 / / / / / / / / / / / 27 / 27 /
Vistara / / / / / / / / / / / / / 13 / 11 / 2 / / / / / / / 13 / 11 / 2
VivaAerobús / / / / / / / / / / 15 / 15 / / 20 / 20 / / / / / 45 / 25 / 20 / 80 / 60 / 20
Viva Air Perú / / / / / / / / / / / / / 17 / 4 / 13 / / / / / / / 17 / 4 / 13
Viva Air Colombia / / / / / / / / / / 5 / 5 / / / / / / / / / / / 5 / 5 /
Volaris / / / / 11 / 11 / / / / / 33 / 33 / / 52 / 26 / 26 / / / / 124 / 9 / 115 / 220 / 79 / 141
Vueling Airlines / / / / / / / / / / 18 / 18 / / 33 / 25 / 8 / 15 / 15 / / 9 / 4 / 5 / 75 / 62 / 13
Wizz Air / / / / / / / / / / 72 / 72 / / 19 / 6 / 13 / 40 / 40 / / 434 / 109 / 325 / 565 / 227 / 338
WOW Air / / / / / / / / / / / / / / / / 4 / 4 / / / / / 4 / 4 /
XiamenAir / / / / / / / / / / / / / 20 / / 20 / / / / 20 / / 20 / 40 / / 40
Yemenia / / / / / / / / / / 2 / 2 / / 8 / / 8 / / / / / / / 10 / 2 / 8
Z/C Aviation Partners One LLC / / / / 9 / 9 / / / / / / / / / / / / / / / / / 9 / 9 /
Undisclosed / / / / / / / 29 / / 29 / / / / 253 / / 253 / / / / 342 / 2 / 340 / 624 / 2 / 622
Totals / 80 / 80 / / 1,486 / 1,484 / 2 / 61 / 17 / 45 / 4,756 / 4,752 / 4 / 4,122 / 1,898 / 2,224 / 1,784 / 1,784 / / 6,171 / 1,248 / 4,923 / 18,460 / 11,263 / 7,197

Airbus A320neo family

A320neo family (A319neo/A320neo/A321neo)
Role - Narrow-body airliner
National origin - Multi-national
Manufacturer - Airbus
First flight - 25 September 2014
Introduction - 25 January 2016 with Lufthansa
Status - In service
Primary users - IndiGo / Wizz Air / China Southern Airlines / Frontier Airlines
Produced - 2012-present
Number built - 3,330 as of April 2024
Developed from - Airbus A320ceo family
Variants - Airbus A319neo / Airbus A321neo

The Airbus A320neo family is an incremental development of the A320 family of narrow-body airliners produced by Airbus. The A320neo family (neo being Greek for "new", as well as an acronym for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then retrospectively renamed the A320ceo family (ceo acronym for "current engine option").
Re-engined with CFM International LEAP or Pratt & Whitney PW1000G engines and fitted with sharklets wingtip devices as standard, the A320neo is 15% to 20% more fuel efficient than prior models, the A320ceo. It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX. As of April 2024, a total of 10,501 A320neo family aircraft had been ordered by more than 130 customers, of which 3,330 aircraft had been delivered. The global A320neo fleet had completed more than 7.35 million flights over 14.67 million block hours with one hull loss being an airport-safety related accident.
Development
In 2006 Airbus started the A320 Enhanced (A320E) programme as a series of improvements targeting a 4-5% efficiency gain with large winglets (2%), aerodynamic refinements (1%), weight savings and a new aircraft cabin. At the time Airbus' Sales Chief John Leahy said "Who's going to roll over a fleet to a new generation aircraft for 5% better than an A320 today? Especially if another 10% improvement might be coming in the second half of the next decade based on new engine technology."
Airbus launched the sharklet blended wingtip device during the November 2009 Dubai Airshow. The installation adds 200 kilograms (440 lb) but offers a 3.5% fuel burn reduction on flights over 2,800 km (1,500 nmi; 1,700 mi).
New Engine Option
Compared to the re-engine improvement of 15%, an all-new single-aisle would have brought only 3% more gain while high volume manufacturing in carbon fibre could be much more expensive.
Airbus planned to offer two engine choices, the CFM International LEAP-1A and the Pratt & Whitney GTF (PW1100G), with 20% lower maintenance cost than current A320 engines. The new engines burn 16% less fuel, though the actual gain is slightly less as 1-2% is typically lost when installed on an existing aircraft.
At the February 2010 Singapore Air Show, Airbus said its decision to launch was scheduled for the July 2010 Farnborough Air Show. On 1 December 2010, Airbus launched the A320neo "New Engine Option" with 500 nmi (930 km; 580 mi) more range or 2 t (4,400 lb) more payload, and planned to deliver 4,000 over 15 years.
Development costs were predicted to be "slightly more than ˆ1 billion [$1.3 billion]". The neo list price would be $6 million more than the ceo, including $3.5 million for airframe modifications and around $0.9 million for the sharklets. The A320neo was slated for service entry in spring 2016, the A321neo six months later and the A319neo six months after that.
The 2010 order for 40 Bombardier CS300s (now known as Airbus A220-300) and 40 options from Republic Airways Holdings - then owner of exclusive A319/320 operator Frontier Airlines - pushed Airbus into the re-engine. Airbus COO-customers John Leahy decided against ignoring the CSeries and allowing it to grow, as Boeing had previously done with Airbus, and instead aggressively competed against Bombardier Aerospace.
Introduction was then advanced to October 2015. Airbus claims a 15% fuel saving and "over 95 percent airframe commonality with the current A320". Its commonality helped to reduce delays associated with large changes. In March 2013, airlines' choices between the two engines were almost equal.
The new "Space-Flex" optional cabin configuration increases space-efficiency with a new rear galley configuration and a "Smart-Lav" modular lavatory design - allowing an in-flight change of two lavatories into one accessible toilet. The rearranged cabin allows up to 20 more passengers for the A321neo without "putting more sardines in the can" with the larger "Cabin-Flex" modified exits described below. Total fuel consumption per seat is reduced by over 20%, while the rearranged cabin allows up to nine more passengers for the A320neo.
The first Airbus A320neo rolled out of the Toulouse factory on 1 July 2014 and first flight was scheduled for September 2014.
Flight testing
The first flight of the neo occurred on 25 September 2014. Its Pratt & Whitney PW1100G-JM geared turbofan ('GTF') engine was certified by the Federal Aviation Administration (FAA) on 19 December 2014. After 36 months, the A320neo and A321neo had flown around 4,000 hours for certification of the two powerplant versions. This is about three-quarters of the certification effort of a new design.
Of these 4,000 hours flown, 2,250 were with PW GTFs and 1,770 with CFM LEAPs. The flight test programme was to conclude in 2018 with the completion of A319neo testing. The changes impact flying qualities, performance and system integration; they entailed retuning the fly-by-wire controls and meeting type certification requirements which have evolved since 1988, and helped decrease the minimum V speeds. The neo is 1.8 t heavier than the ceo, but take-off and landing performance is the same with a modified rotation law, adjusted wing flap and wing slat angles and rudder deflection increased by 5° to cope with the higher thrust.
The A320neo is half as loud as an A320 at take-off, with an 85 decibel noise footprint. The LEAP-powered A321neo has 83.3 dB flyover noise, substantially lower than the older CFM56 and V2500.
Entry into service
The first delivery of the aircraft slipped to early 2016. Lufthansa took delivery of the first A320neo on 20 January 2016. and used it on its first commercial flight from Frankfurt to Munich on 25 January 2016. Two hundred deliveries were targeted in 2017, but as Pratt & Whitney faced ramp-up difficulties, Airbus expected that 30 aircraft would have to be parked awaiting engines.
Production
The fourth and latest final assembly line in Hamburg was to open in July 2017; 60 A320s should be produced monthly from 2019. With 90 A320neos delivered by October 2017, Airbus acknowledged that it would not attain the 200 target, even with many deliveries in the fourth quarter. More than 40 A320neos were parked without engines, but with most of the engine issues resolved by early 2018, more than half of the A320s delivered in 2018 were expected to be neos. Airbus expected to produce 60 narrow-bodies per month by the middle of 2019 and studied higher rates. Airbus confirmed plans to reach 63 monthly from 55 in 2018 and study 70 to 75 monthly beyond 2019, though Safran, one of the two partners in LEAP producer CFM, could not commit to higher volumes.
In February 2018, after in-flight failures of the PW1100G with its high pressure compressor aft hub modified, apparently caused by problems with its knife edge seal, European Aviation Safety Agency (EASA) and Airbus grounded some A320neo family aircraft until they were fitted with spares. As of February 2018, P&W engines had flown 500,000 hours since introduction and 113 P&W-powered A320neo family aircraft were operated by eight customers. Airbus then stopped accepting PW1100G engines.
Deliveries of GTF-powered A320neos resumed in May after Pratt returned to the original design seal as a quick fix. By the end of June, Airbus expected to have around 100 A320neos awaiting engines and aimed to deliver most of them in the second half of the year, for a total of over 800 aircraft handed over in 2018. In the first five months of 2018, 69 had been delivered: 40% of all single-aisles, and almost 80% with CFM LEAP engines, but the 22 delivered in May were equally split between the two power plants.
After the three-month halt, the goal of 210 GTF-powered deliveries in 2018 was expected to be missed by 30-40 unless Pratt could accelerate production, exposing itself and Airbus to late penalties. Airbus COO Guillaume Faury aimed to do away with "gliders", i.e. airframes without engines, by the end of 2018. Bernstein Research had forecast 50 fewer deliveries than planned and expected a return to normal by 2019. Delivery targets could still be met with other engine options (neo or ceo), as 210 Leap-powered jets were planned. After having peaked above 100, the number of aircraft parked awaiting their turbofans declined to 86 by the end of June. The 500th A320neo family aircraft was delivered in October 2018.
In July 2019, with the A321neo accounting for 40% of sales, Airbus was examining options for allocating more production capacity to the stretched variant. It acknowledged that ramping up production of the popular Airbus Cabin Flex configuration was proving challenging. All A321s are currently assembled in Hamburg; one option under consideration would be to repurpose the A380 assembly line in Toulouse. In the first half of 2019, Airbus delivered 294 A320/A320neo-family aircraft, of which 71 were A321neos and 163 were A320neos (i.e. A321neos accounted for 30% of neo deliveries).
In January 2020, Airbus confirmed that the A380 assembly line is to be converted to a "digitally enabled" final assembly facility for the A321neo by mid-2022, because of unprecedented demand, in particular for the A321 LR and XLR variants. In February, it indicated that it had a clear path to increasing production rates beyond the 63 per month targeted for 2021, to reach 65 or 67 by 2023. In April, Airbus reduced the average production rate to 40 per month due to the impact of the COVID-19 pandemic on aviation from 2020.
In February 2021 Airbus set up a separate production line in Hamburg for A321XLR aft fuselage work, in a facility formerly used to assemble fuselage sections for the A380. The goal is to enable production of the XLR-specific aft fuselage to ramp up gradually without affecting other A320neo-family production output. Other A321XLR sections are to be produced at numerous sites: the centre wing box at Airbus's Nantes facility, the rear centre tank at Premium Aerotec in Augsburg, the nose and forward fuselage built at Stelia Aerospace in Toulouse then assembled in Saint-Nazaire, and the wings at Airbus Broughton in cooperation with Spirit Aerosystems and FACC which provide high-lift devices.
In May 2021, Airbus targeted a production rate of 45 per month by the end of 2021, 64 by the second quarter of 2023, asked its supply chain to allow a rate of 70 from the first quarter of 2024 and is looking for 75 by 2025.
Composite wing
In 2015, Airbus started a new wing project, named "Wing of Tomorrow" (WoT), announced as the "Wing of the future" programme in 2016. A new $1-2 billion carbon-composite wing could be used in the A321neo-plus-plus, compared to $15 billion for a completely new design. The new wing is made from composite material. It is first seen as an upgrade to the existing, mostly metal A320 family wing, which was already upgraded many times. Airbus has already composite wings on the A350, but this will be an enhanced, new design with highly automated manufacturing suitable for inexpensive high-volume production. Announced in January 2016, a ˆ44.8 million facility was built in Filton, with 300 engineers. The new wing design and tests take place in this Filton facility. Other Airbus locations in the UK, France, Spain and Germany are working with 30 partners on this wing project.
In May 2021, Airbus announced that for improved aerodynamic performance the wing will be longer and thinner with folding wingtips to access existing airport gates. By May 2021, assembly of the first demonstrator was to start in the coming weeks, as the project should be completed by 2023 before an eventual product launch. A “radical” A320 makeover is expected to cost over 4 billion euros ($4.9 billion), significantly less than the estimates of $15 billion to $20 billion for an all-new Boeing design. Due to the increased length and increased lift, the new wings could also be used on an Airbus A322, an A321 lengthened by 4 passenger seat-rows, being studied by Airbus.
The current A320neo family wingspan of 36m with an aspect-ratio of 9 will be extended by ground-folding wingtips to 45m with an aspect-ratio of 14. Additional semi-aeroelastic hinges could lead to 52m wingspan with an aspect-ratio of 18, still fitting in a standard 36m airport gate. In September 2021, Airbus announced starting the assembly of in total 3 full-size "Wing of Tomorrow" prototypes. The first prototype was completed in December 2021. The flapping wing section flight tests are targeted to begin in late 2023. In June 2023, GKN Aerospace announced a further progress by delivering the first fixed trailing edge for the “Wing of Tomorrow”. It is manufactured in a high-rate low-cost resin transfer moulding out of autoclave composite process, which supports the targeted low-cost of Airbus by avoiding an autoclave.
Replacement airliner
By November 2018, Airbus was hiring in Toulouse and Madrid to develop a clean sheet successor for the A320. Although its launch was not guaranteed, it was expected to arrive from the middle of the following decade, after the A321XLR and a stretched A320neo "plus", and would have competed with the Boeing NMA that was, at the time, expected to be launched as early as 2019. Service entry would be determined by ultra-high bypass ratio engine developments pursued by Pratt & Whitney, testing its Geared Turbofan upgrade; Safran, ground testing a demonstrator from 2021; and Rolls-Royce Plc, targeting a 2025 Ultrafan service entry. The production target is a monthly rate of 100 narrow-bodies, up from 60.
At the November 2019 Dubai Airshow, Airbus CEO Guillaume Faury said the company was considering the launch of a single-aisle programme in the second half of the 2020s for an introduction in the early 2030s. In June 2023, Faury said work had begun on eAction, a 20-25% more efficient successor to the A320neo family targeted for a 2035-2040 introduction and more conventional compared to the Airbus ZEROe hydrogen project. At a Civil Aviation Research Council (CORAC) meeting in December 2023, the French government committed ˆ300 million ($330 million) per year to support research and development from 2024 to 2027, including for the CFM RISE open fan demonstrator, while support for hydrogen or electric propulsion receives ˆ65 million. In February 2024, Faury confirmed that the successor aircraft, dubbed Next-Generation Single-Aisle (NGSA), would be designed specifically to run on sustainable aviation fuel to achieve carbon neutrality by 2050.
Operational history
By January 2019, three years after its introduction, 585 neos were in commercial service with over 60 operators, led by IndiGo (87), Frontier Airlines (33) and China Southern (26). Lufthansa confirms the PW 16% fuel savings, 21% per seat with denser 180-seat layout up from 168, while Avianca states its LEAPs are 15-20% more efficient, quieter, reduce oil consumption and routine maintenance. Starting both GTFs initially took 6-7 min up from the A320ceo's 2 min, improving to 2-3 min by late 2017, still longer than the ceo. LEAP production bottlenecks led to early delivery delays, with no significant repercussions at Avianca or AirAsia; AirAsia's dispatch reliability is comparable to its ceos.
On 30 November 2021, two years after receiving the 1,000th member of the A320neo family, IndiGo took delivery of the 2,000th, an A321neo (MSN 10654) at Airbus Hamburg site.
As of March 2024, the global A320neo fleet had completed more than 7.35 million flights over 14.67 million block hours since its entry into service and had been contributing to 20 million tons of CO2 saving.
Engine and dispatch reliability
Engine vibration affects one GTF in 50, leading to premature replacement, but spare engine pools compete with new production: at Lufthansa, dispatch reliability has remained stagnant since service entry and is below its 99.8% goal, with a utilization rate 20% below its ceos. P&W cites a 99.91% dispatch reliability for GTF-powered neos, higher than other new engine introductions, while Airbus reports a 99.6% dispatch reliability. With engine deliveries resuming, there were expected to be fewer than 10 engine-less neos at the end of 2018; Airbus is on track to reach its target rate of 60 deliveries per month by mid-2019. Of the 6,362 orders, 2,456 are for CFM LEAP engines (38.6%), 1,869 for Pratt & Whitney GTFs (29.4%), and 2,037 for an as-yet unspecified engine choice (32%). By 30 June 2019, Safran claimed the Leap has a 61% market share on the A320neo family, with 44 airlines operating 454 Leap powered aircraft having accumulated 3.3 million flight hours. In early 2022, 57% of in service A320neos were fitted with Leap engines, and 43% with PW1100G engines.
Flight control software update
In July 2019, Airbus disclosed two outwardly similar, though separate, issues which could result in excessive pitch up behaviour, one affecting the A320neo and the other the A321neo. Both issues were detected during analysis and laboratory testing, and have not been encountered in actual operation. Airbus has addressed the issues through temporary revisions to the flight manual, including loading recommendations and a change to the centre-of-gravity envelope, and expected to release updated flight control software in 2020. As Lufthansa waited for the 2020 flight software update, it blocked the last row of its aft-heavy layout of 180, offering only 174 seats.
Military conversion
In 2018, Airbus explored the possibility of military versions, for VIP transport, intelligence, surveillance and reconnaissance and maritime patrol for the armed forces of France, Germany and the Netherlands; or Asia-Pacific nations such as Indonesia, Malaysia, New Zealand, and the Philippines. Such conversions would be possible within a six-to-eight-month timescale.
Variants
Airbus offers three variants of the A320neo family: the A319, A320 and A321. A neo variant for the Airbus A318 was not proposed but could be developed should demand arise.
A319neo
The shortened-fuselage variant can seat up to 160 passengers or 140 in two classes, with a range of up to 3,750 nmi (6,940 km; 4,320 mi) and improved takeoff performance, while its ACJ derivative can fly eight passengers 6,750 nmi (12,500 km; 7,770 mi) or 15 hours.
Qatar Airways was set to be launch customer but upgraded its order to the larger A320neo in late 2013, with no new launch operator named since then. Spirit later ordered 47 new A319neo aircraft.
The A319neo made its first flight on 31 March 2017, powered by CFM LEAP engines. After 500 flight hours, the LEAP-powered A319neo achieved FAA/EASA Type Certification by 21 December 2018, allowing it to enter service in the first half of 2019. At the time 53 aircraft had been ordered, including 17 with Leap engines: 12 for Avianca, four for an unconfirmed Chinese operator (later known as China Southern Airlines, which became the launch operator), and one ACJ319neo; and 36 with no engine selection: eight for Avianca, 26 for unannounced customers, and two ACJ319neos. As of December 2018, certification of the PW1100G-powered version was planned for the end of 2019, with the same test aircraft to be converted during the first quarter and undergo 200 hours of flight testing. In 2018, an A319neo list price was US$101.5 million.
Interest in the variant has been low, and in January 2019 the A319neo's order backlog was only a fraction of that of the A220, following confirmation of orders from jetBlue and Breeze Airways for 60 A220s each. Also in January 2019, Airbus confirmed that it has no plans to discontinue the A319neo programme, although it expects fewer orders due to competition with the A220-300.
The Pratt & Whitney-powered variant made its maiden flight on 25 April 2019. It gained EASA type certification by the end of November 2019, after 90 sorties over 240 h.
As of May 2021, six ACJ319neo aircraft had been ordered. On 18 February 2022, China Southern Airlines received the first of its order of four A319neo with CFM LEAP engines.

A320neo

Timeline
The first A320neo rolled out of the Airbus factory in Toulouse on 1 July 2014. It first flew on 25 September 2014. A joint type certification from EASA and the FAA was received on 24 November 2015. Nearly 28 years after the first A320, on 25 January 2016, the A320neo entered service with Lufthansa, the type's launch customer. It has a range of 6,300 km (3,400 nmi; 3,900 mi).
Reliability
Six months later at Farnborough Airshow, John Leahy reported that the eight in-service aircraft had achieved 99.7% dispatch reliability. By the end of February 2017, 28,105 scheduled flights had been performed by 71 A320neo aircraft with 134 cancellations for a 99.5% completion rate. Spirit Airlines reported PW1000G engine issues on four of its A320neos and did not fly them above 30,000 ft (9,100 m) because the bleed air system froze shut on occasion due to cold temperatures; the same problem was reported by IndiGo.
Efficiency
After a year in service, Lufthansa confirmed the 20% efficiency gain per passenger with up to 180 seats, along with reduced noise and CO2 emissions. Operators confirm the 15% per seat fuel-burn savings even counterbalanced by the added weight on short sectors, which can rise to 16-17% on longer routes and to 20% or more for Lufthansa with 180 passengers up from 168 with two more seat rows.
Deliveries
By March 2017, 88 A320neos had been delivered to 20 airlines, 49 with the PW1000G and 39 with the CFM LEAP-1A, and the fleet had accumulated more than 57,600 flight hours and 37,500 cycles (1.5h average); over 142 routes the average stage length is 900 nmi (1,700 km; 1,000 mi) and like the A320ceo the neo flies an average of 8.4 block hours and up to 10 cycles a day with Lufthansa operating 45 min sectors from Frankfurt to Hamburg or Munich, up to China Southern Airlines flying close to 6 hr sectors. Airbus planned to deliver about 200 A320neos in 2017. In 2018, new A320neos have a $49 million value, rising by 1-2% per year, and are leased for $330,000-350,000 per month (0.67-0.71%) due to intense lessor competition and low financing costs, while a recent A320ceo is leased for $300,000. In 2018, an A320neo list price was US$110.6 million.
Military A320M3A
In July 2018, Airbus was evaluating an A320neo variant for ISR missions, particularly maritime patrol and anti-submarine warfare, and military transport. The aircraft will be able to take roll-on/roll-off mission payloads to carry passengers, troops, VIPs, patients, or cargo. The aircraft could be fitted with a weapons bay, a self-protection system, or a magnetic anomaly detector and could be configured for signals intelligence or Airborne Early Warning and Control.
A321neo
The A321neo has the same length as the original A321ceo, but includes structural strengthening in the landing gear and wing, increased wing loading and other minor modifications due to higher Maximum Takeoff Weight (MTOW).
Its first customer was ILFC. The Airbus A321neo prototype, D-AVXB, first flew on 9 February 2016. It suffered a tailstrike three days later and was flown to Toulouse for repairs, delaying the certification programme for several weeks.
It received its type certification with Pratt & Whitney engines on 15 December 2016, and simultaneous EASA and FAA certification for the CFM Leap powered variant on 1 March 2017. The first A321neo, leased by GECAS, was delivered in Hamburg to Virgin America, configured with 184 seats and LEAP engines, and entered service in May 2017.
A321LR
In October 2014, Airbus started marketing a longer range 97 t (214,000 lb) maximum takeoff weight variant with three auxiliary fuel tanks, giving it 100 nmi (190 km; 120 mi) more operational range than a Boeing 757-200. Airbus launched the A321LR (Long Range) on 13 January 2015; it has a range of 4,000 nmi (7,400 km; 4,600 mi) with 206 seats in two classes. On 31 January 2018, the variant completed its first flight. Airbus announced its certification on 2 October 2018. On 13 November 2018, Arkia received the first A321LR.
A321XLR
In January 2018, Airbus was studying an A321LR variant with a further increased MTOW. The proposed A321XLR, with an increased range of 4,500 nmi (8,300 km; 5,200 mi), was to be launched in 2019 to enter service in 2021 or 2022 and compete with the Boeing NMA. In November, Airbus indicated that the A321XLR would have an MTOW over 100 t (220,000 lb) and 700 nmi (1,300 km; 810 mi) more range than the A321LR. The A321XLR was launched at the June 2019 Paris Air Show, with 4,700 nmi (8,700 km; 5,400 mi) of range from 2023, including a new permanent Rear Centre Tank (RCT) for more fuel, a strengthened landing gear for a 101 t (223,000 lb) MTOW; and an optimised wing trailing-edge flap configuration to preserve take-off performance. The company announced in June 2022 that the aircraft had completed its first flight.
Airbus Corporate Jets
Two Airbus Corporate Jets variants are offered: the ACJ319neo, carrying eight passengers up to 6,750 nmi (12,500 km; 7,770 mi), and the ACJ320neo, carrying 25 up to 6,000 nmi (11,000 km; 6,900 mi). The CFM LEAP or Pratt & Whitney PW1100G lower fuel-burn provides additional range along with lower engine noise while the cabin altitude does not exceed 6,400 ft (2,000 m). To increase its fuel capacity, the ACJ319neo is offered with up to five additional centre tanks (ACT).
The first ACJ320neo was delivered in January 2019, with deliveries of the ACJ319neo expected to start a few months later. On 25 April 2019, the ACJ319neo, outfitted with five ACTs, completed its first flight, before a short test campaign and subsequent delivery to German K5 Aviation. The following day, the aircraft completed an endurance test flight lasting 16 hours and 10 minutes and setting a record for the longest A320-family flight by an Airbus crew.
Operators
As of April 2024, 3,330 A320neo family aircraft are in service with 127 operators, 85 of which use CFM engines, and 42 PW engines. The five largest operators are IndiGo operating 287, Wizz Air 129, China Southern Airlines 117, Frontier Airlines 117 and China Eastern Airlines 106 aircraft.
Orders and deliveries
At the A320neo programme launch on 1 December 2010, Airbus anticipated "a market potential of 4,000 A320neo Family aircraft over the next 15 years". The six month head-start of the A320neo allowed Airbus to rack up 1,000 orders before Boeing announced the MAX. In less than a year, by the November 2011 Dubai Airshow, the family had reached 1,420 orders and commitments, making it the "fastest selling aircraft ever". By March 2013, a little over two years after launch, It had received 2,000 orders. At the first jet delivery in January 2016, the family had received almost 4,500 orders from nearly 80 customers. As of May 2017 it had 5,052 orders : 49 A319neos (1%), 3,617 A320neos (72%) and 1,386 A321neos (27%), with 1,712 of them powered by CFM LEAPs (34%), 1,429 by PW GTFs (28%) and 1,911 undisclosed (38%). By December 2021, as many orders migrated to the larger A321neo, it became the most popular variant with 3,958 orders compared to 3,748 orders for the A320neo, while the previous A321 achieved a third of the A320 family orders. In June 2023, total orders for the A321neo reached 5,163, surpassing total orders for the A320ceo of 4,763, and making it the most-ordered variant of the A320 family. In July the total orders reached 5,259, surpassing the record 5,205 orders for the Boeing 737-800, becoming the most ordered variant of any airliner in the world. In December, the A320neo family became the first of airliner generations to reach a record order of 10,000 units and an order backlog of 7,000 units.
As of April 2024, a total of 10,501 A320neo family aircraft have been ordered by 130 customers, of which 3,330 aircraft have been delivered.
Orders and deliveries by type (summary)
Type - Orders - Deliveries - Backlog
A319neo - 62 - 17 - 45
A320neo - 4,108 - 1,974 - 2,134
A321neo - 6,331 - 1,339 - 4,992
A320neo family - 10,501 - 3,330 - 7,171
A320neo family orders and deliveries by year (distributive)
2010 - 2011 - 2012 - 2013 - 2014 - 2015 - 2016 - 2017 - 2018 - 2019 - 2020 - 2021 - 2022 - 2023 - 2024 - Total
Orders - A319neo - - - 26 - 19 - - - 2 - 1 - 5 - −22 - 22 - −18 - 7 - 2 - 15 - 1 - 1 - 62
Orders - A320neo - 30 - 1,081 - 378 - 387 - 824 - 540 - 269 - 416 - 149 - −295 - −305 - −84 - 330 - 402 - 10 - 4,108
Orders - A321neo - - - 119 - 81 - 341 - 183 - 346 - 287 - 532 - 360 - 965 - 561 - 526 - 425 - 1286 - 136 - 6331
Orders - A320neo family - 30 - 1,226 - 478 - 728 - 1,009 - 887 - 561 - 926 - 531 - 652 - 263 - 444 - 770 - 1,689 - 147 - 10,501
Deliveries - A319neo - - - - - - - - - - - - - - - - - - - 2 - - - 2 - 6 - 7 - - - 17
Deliveries - A320neo - - - - - - - - - - - - - 68 - 161 - 284 - 391 - 253 - 258 - 246 - 247 - 76 - 1,974
Deliveries - A321neo - - - - - - - - - - - - - - - 20 - 102 - 168 - 178 - 199 - 264 - 317 - 91 - 1,339
Deliveries - A320neo family - - - - - - - - - - - - - 68 - 181 - 386 - 561 - 431 - 459 - 516 - 571 - 167 - 3,330
2011
In early January 2011, IndiGo reached a memorandum of understanding (MoU) for 150 A320neos along 30 A320ceos. On 17 January, Virgin America became the launch customer, ordering 60 A320s including 30 A320neos.
At the June 2011 Paris Air Show, it gathered 667 commitments worth US$60.9 billion, raising the backlog to 1,029. Malaysian low-cost carrier AirAsia ordered 200, the largest commercial aviation order at the time. IndiGo confirmed its 150 order. Airbus received orders from GECAS, Scandinavian Airlines, TransAsia Airways, IndiGo, LAN Airlines, AirAsia, GoAir, Air Lease Corporation and Avianca.
On 20 July 2011, American Airlines announced an order for 460 narrowbody jets including 130 A320ceos and 130 A320neos, and intended to order 100 re-engined 737 with CFM LEAPs, pending Boeing confirmation. The order broke Boeing's monopoly with the airline and forced Boeing into the re-engined 737 MAX. As this sale included a Most-Favoured-Customer Clause, the European airframer must refund any price difference to American if it sells to another airline at a lower price. As a result, Airbus was unable to offer the A320neo at a price which United Airlines deemed "competitive", leaving it with a Boeing-skewed fleet.
On 27 July 2011, Lufthansa ordered 25 A320neos and 5 A321neos. The November Dubai Airshow saw a further 130 orders, raising the total to 1,420 orders and commitments, making it the fastest selling aircraft ever.
2012
On 25 January, Norwegian and Airbus confirmed an order of 100 A320neos. In November, Virgin America deferred the deliveries of the A320neo aircraft until 2020, making ILFC the new launch customer along with the A321neo. In December 2012 Pegasus Airlines, the second largest airline in Turkey, signed a deal for up to 100 A320neo family aircraft, of which 75 (57 A320neo and 18 A321neo models) are firm orders.
2013
Lufthansa ordered an additional 70 A320neo and A321neo aircraft on 14 March 2013. ...easyJet, who already operates 195 A320ceo family aircraft, intends to acquire 100 Airbus A320neo for delivery between 2017 and 2022. As part of the deal, easyJet have options on a further 100 A320neo aircraft, and the Japanese carrier ANA is to order the A320neo and A321neo. Lion Air ordered 183. On 15 March 2013, Turkish Airlines ordered 82 A320s with 35 options including four A320neo and 53 A321neo.
2014
On 15 October 2014 IndiGo signed a MoU with Airbus for purchasing 250 A320neo family aircraft. The deal would be worth over $25.5 billion as per the list price per aircraft. This order will also be the largest by the airline, marking the largest number of jets ever sold by the European planemaker in a single order. The airline had earlier ordered 100 aircraft in 2005 and another 180 aircraft in 2011.
2017
On 15 November 2017 Airbus announced the signing of a MoU with Indigo Partners' four portfolio airlines for 430 A320neo family aircraft - a deal worth nearly $50 billion. On 14 December 2017 Delta Air Lines announced an order for 100 A321neo aircraft and 100 options, powered by Pratt & Whitney PW1100Gs.
2018
By September 2018, Airbus should deliver 3,174 A320neos compared with 2,999 Boeing 737 MAX through 2022. A320neo-family maintenance should rise from $650 million in 2018 to $3.3 billion in 2022.
2019
On 29 October 2019, IndiGo placed a firm order for 300 A320neo Family aircraft, marking one of Airbus' largest aircraft orders ever with a single airline operator. The order comprised a mix of A320neo, A321neo and A321XLR aircraft. This takes IndiGo's total number of A320neo Family aircraft orders to 730.
On 18 November 2019, the low-cost carrier Air Arabia ordered 120 A320neo family jets worth $14 billion at list prices: 70 A320neos and 50 A321neos/XLRs, to be delivered from 2024.
2022
On 1 July 2022, 4 Chinese airlines ordered 292 A320neo aircraft. China Eastern ordered 100, China Southern ordered 96 and signed lease agreements for 17 more, Air China ordered 64 and Shenzhen Airlines ordered 32.
2023
On 14 February 2023, Air India placed an order for 470 aircraft, the largest order at that time, comprising 140 A320neos, 70 A321neos and other airliners.
On 19 June 2023, IndiGo placed an order for 500 A320neo family aircraft, surpassing Air India's order four months earlier and becoming the largest aircraft order by volume with 125 A320neos and 375 A321neos.
Accidents and incidents
The A320neo family has recorded one airport-safety related hull loss accident with zero fatalities onboard and five fatalities on the ground as of January 2024.
Accidents
On 2 September 2022, TAP Air Portugal Flight 1492, an Airbus A320neo registered as CS-TVI, from Lisbon to Conakry International Airport hit a motorbike during landing. Both occupants of the motorbike were killed and the aircraft received damage to its right engine. One rider of the motorbike was identified as the airport's security guard.
On 18 November 2022, LATAM Airlines Perú Flight 2213, an Airbus A320neo registered as CC-BHB, collided with a fire engine that was crossing the runway during takeoff, killing two firefighters and injuring a third, who would die several months later. All 102 passengers and 6 crew aboard escaped unharmed. The aircraft was reportedly written off.
Specifications
Airbus family figures
Variant - A319neo - A320neo - A321neo
Cockpit crew - Two (A319neo - A320neo - A321neo)
2-class seats - 140 - 165 - 206: 16 J @ 36 in (91 cm) + 190 Y @ 30 in (76 cm)
1-class maximum - 160 - 195 @ 27 in (69 cm) - 244 @ 28 in (71 cm)
Seat width - Economy at 6 abreast: 18 in (46 cm), 3.7 m (12 ft 2 in) cabin width, Business at 4 abreast (A319neo - A320neo - A321neo)
Cargo capacity - 27 m3 (950 cu ft) - 37 m3 (1,300 cu ft) - 51 m3 (1,800 cu ft) [a]
Length - 33.84 m (111 ft) - 37.57 m (123 ft 3 in) - 44.51 m (146 ft)
Wingspan - 35.80 m (117 ft 5 in) (A319neo - A320neo - A321neo)
Height - 11.76 m (38 ft 7 in) (A319neo - A320neo - A321neo)
Max. takeoff weight - 75.5 t (166,400 lb) - 79 t (174,200 lb) - 97 t (213,800 lb) [b] [c]
Max. payload - 17.7 t (39,000 lb)  - 20 t (44,100 lb) - 25.5 t (56,200 lb)
Operating empty - 42.6 t (93,900 lb) - 44.3 t (97,700 lb) - 50.1 t (110,500 lb)
Minimum Weight [d] - _ - 40.3-40.6 t (89,000-90,000 lb) - 46.3-46.6 t (102,000-103,000 lb)
Fuel capacity - 29,659 L (7,835 US gal) [e] (A319neo - A320neo) - 32,853 L (8,679 US gal) [f]
Engines (×2) - CFM International LEAP-1A or Pratt & Whitney PW1100G (A319neo - A320neo - A321neo)
Fan diameter - PW1100G: 81 in (206 cm), LEAP-1A: 78 in (198 cm) (A319neo - A320neo - A321neo)
Max. Thrust - 107 kN (24,100 lbf) - 120.6 kN (27,120 lbf) - 147.3 kN (33,110 lbf)
Speed - Cruise: Mach 0.78 (450 kn; 833 km/h), Max.: Mach 0.82 (473 kn; 876 km/h) (A319neo - A320neo - A321neo)
Ceiling - 39,100-39,800 ft (11,900-12,100 m) (A319neo - A320neo - A321neo)
Typical range - 6,950 km (3,750 nmi; 4,320 mi) [g] - 6,500 km (3,500 nmi; 4,000 mi) [h] - 7,400 km (4,000 nmi; 4,600 mi) [i] [b] [c]
Takeoff - _ - 1,951 m (6,400 ft) - 1,988 m (6,522 ft)
ICAO Type - A19N - A20N - A21N
Notes
a) no Additional Centre Tank (ACT)
b) A321LR with 3 ACT, A321neo: 93.5 t (206,000 lb) and 3,650 nautical miles (6,760 km; 4,200 mi) range with 2 ACT
c) A321XLR: 101 t (223,000 lb) MTOW, 4,700 nmi (8,700 km) range
d) GTF/LEAP
e) with 2 Additional Centre Tanks, no ACT: 23,859 L (6,303 US gal)
f) A321LR with 3 Additional Centre Tanks, no ACT: 23,490 L (6,205 US gal), A321XLR: additional 12,900 L (3,400 US gal) Rear Centre Tank (RCT) + optional 3,121 L (824 US gal) forward ACT
g) with 140 passengers, with 124: 7,750 km (4,200 nmi; 4,800 mi)
h) with 165 passengers, with 150: 6,850 km (3,700 nmi; 4,300 mi)
i) with 206 passengers
Engines
Type certificate
Designation - Engines - Certification - Take-off thrust - Maximum continuous
A319-171N - PW1124G1-JM - 19 August 2019 - 107.82 kN (24,240 lbf) - 106.91 kN (24,030 lbf)
A319-151N - CFM LEAP-1A24 - 19 August 2019 - 106.80 kN (24,010 lbf) - 106.76 kN (24,000 lbf)
A319-153N - CFM LEAP-1A26 - 19 August 2019 - 120.64 kN (27,120 lbf) - 118.68 kN (26,680 lbf)
A320-271N - PW1127G-JM - 24 November 2015 - 120.43 kN (27,070 lbf) - 117.18 kN (26,340 lbf)
A320-272N - PW1124G1-JM - 19 August 2019 - 107.82 kN (24,240 lbf) - 106.91 kN (24,030 lbf)
A320-273N - PW1129G-JM - 19 August 2019 - 130.00 kN (29,230 lbf) - 117.19 kN (26,350 lbf)
A320-251N - CFM LEAP-1A26 - 31 May 2016 - 120.64 kN (27,120 lbf) - 118.68 kN (26,680 lbf)
A320-252N - CFM LEAP-1A24 - 17 January 2018 - 106.80 kN (24,010 lbf) - 106.76 kN (24,000 lbf)
A320-253N - CFM LEAP-1A29 - 19 August 2019 - 130.29 kN (29,290 lbf) - 118.68 kN (26,680 lbf)
A321-271N - PW1133G-JM - 15 December 2016 - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)
A321-272N - PW1130G-JM - 27 June 2017 - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)
A321-251N - CFM LEAP-1A32 - 10 July 2018 - 143.05 kN (32,160 lbf) - 140.96 kN (31,690 lbf)
A321-252N - CFM LEAP-1A30 - 17 January 2018 - 143.05 kN (32,160 lbf) - 140.96 kN (31,690 lbf)
A321-253N - CFM LEAP-1A33 - 10 July 2017 - 143.05 kN (32,160 lbf) - 140.96 kN (31,690 lbf)
Notes
A321-25xNX/-27xNX was the A321neo ACF (Airbus Cabin Flex) Configuration and the A321LR
A321-25xNY/-27xNY was the A321XLR

Related development
Airbus A320 family
Aircraft of comparable role, configuration, and era
Airbus A220-300
Boeing 737 MAX
Boeing 757
Comac C919
Embraer E-195 E2
Irkut MC-21

An Airbus A320neo of IndiGo
The wing sharklet of an A320neo aircraft (these sharklets are also optional add-ons for the classic A320 family)
An A321neo prototype with the original exit configuration of four door pairs
CFM International LEAP-1A engine
Pratt & Whitney PW1100G engine, also known as the Pratt & Whitney GTF
Celebrating the 25 September 2014 first flight with flags from the cockpit
Qatar Airways A320neos waiting for their engines
Lufthansa confirms the 16% fuel savings but temporarily blocked the last seating row due to centre-of-gravity concerns
An A319neo prototype in flight
An Airbus A320neo prototype
Lufthansa was the first to fly the A320neo in early 2016
Virgin America received the first A321neo and put it into service in May 2017
Arkia received the first A321LR on 13 November 2018
An A321XLR prototype taking off at Hamburg-Finkenwerder airport
Airbus A320neo Corporate Jet at Hamburg Finkenwerder after performing its first flight

Airbus A321

A321
Role - Narrow-body jet airliner
National origin - Multinational [a]
Manufacturer - Airbus
First flight - 11 March 1993
Introduction - 27 January 1994 with Lufthansa
Status - In service
Primary users - American Airlines / Delta Air Lines / China Southern Airlines / Wizz Air
Produced - 1992-2021 (A321ceo) / 2012-present (A321neo)
Number built - 3,123 as of 30 April 2024
Developed from - Airbus A320
Developed into - Airbus A320neo / Airbus A321neo

The Airbus A321 is a member of the Airbus A320 family of short to medium range, narrow-body, commercial passenger twin engine jet airliners [b]; it carries 185 to 236 passengers. It has a stretched fuselage which was the first derivative of the baseline A320 and entered service in 1994, about six years after the original A320. The aircraft shares a common type rating with all other Airbus A320-family variants, allowing A320-family pilots to fly the aircraft without the need for further training.
In December 2010, Airbus announced a new generation of the A320 family, the A320neo (new engine option). The similarly lengthened fuselage A321neo variant offers new, more efficient engines, combined with airframe improvements and the addition of winglets (called Sharklets by Airbus). The aircraft delivers fuel savings of up to 15%. The A321neo carries up to 244 passengers, with a maximum range of 4,000 nmi (7,400 km; 4,600 mi) for the long-range version when carrying no more than 206 passengers.
Final assembly of the aircraft takes place in Hamburg, Germany, and in Mobile, Alabama, United States. As of April 2024, a total of 3,123 A321 airliners have been delivered, of which 3,057 are in service. In addition, another 4,992 A321neo aircraft are on firm order. American Airlines is the largest operator of the Airbus A321 with 298 examples in its fleet.
Development
The Airbus A321 was the first derivative of the A320, also known as the Stretched A320, A320-500 and A325. Its launch came on 24 November 1988, around the same time as the A320 entered service, after commitments for 183 aircraft from 10 customers were secured.
The maiden flight of the Airbus A321 came on 11 March 1993, when the prototype, registration F-WWIA, flew with IAE V2500 engines; the second prototype, equipped with CFM56-5B turbofans, flew in May 1993. Lufthansa and Alitalia were the first to order the stretched Airbuses, with 20 and 40 aircraft requested, respectively. The first of Lufthansa's V2500-A5-powered A321s arrived on 27 January 1994, while Alitalia received its first CFM56-5B-powered aircraft on 22 March 1994. The A321-100 entered service in January 1994 with Lufthansa.
Final assembly for the A321 was carried out in Germany (then West Germany), a first for any Airbus. This came after a dispute between the French, who claimed that the move would incur $150 million (ˆ135 million) in unnecessary expenditure associated with the new plant, and the Germans, who claimed that it would be more productive for Airbus in the long run. The second production line was located in Hamburg, which later produced the smaller Airbus A319 and A318. For the first time, Airbus entered the bond market, through which it raised $480 million (ˆ475 million) to finance development costs. An additional $180 million (ˆ175 million) was borrowed from European Investment Bank and private investors.
The A321 is the largest variant of the A320 family. The A321-200's length exceeds 44.5 m (146 ft), increasing maximum takeoff weight to 93,000 kg (205,000 lb). Wingspan remained unchanged, supplementing various wingtip devices. Two suppliers provided turbofan engines for the A321: CFM International with its CFM56 and International Aero Engines with the V2500 engine, both in the thrust range of 133-147 kN (30,000-33,000 lbf).
Over 30 years since launch, the A321 maximum takeoff weight (MTOW) grew by 20% from the 83 t (183,000 lb) -100 to the 101 t (223,000 lb) A321XLR, seating became 10% more dense with 244 seats, up by 24, and range doubled from 2,300 to 4,700 nmi (4,300 to 8,700 km; 2,600 to 5,400 mi). By 2019, 4,200 had been ordered - one-quarter of all Airbus single-aisles - including 2,400 neos, one-third of all A320neo orders.
Design
The Airbus A321 is a narrow-body (single-aisle) aircraft with a retractable tricycle landing gear, powered by two wing pylon-mounted turbofan engines. It is a low-wing cantilever monoplane with a conventional tail unit having a single vertical stabilizer and rudder. Changes from the A320 include a fuselage stretch and some modifications to the wing. The fuselage was lengthened by a 4.27 m (14 ft 0 in) plug ahead of the wing and a 2.67 m (8 ft 9 in) plug behind it, making the A321 6.94 m (22 ft 9 in) longer than the A320. The length increase required the overwing window exits of the A320 to be converted into door exits and repositioned in front of and behind the wings. To maintain performance, double-slotted flaps and minor trailing edge modifications were included, increasing the wing area from 124 m2 (1,330 sq ft) to 128 m2 (1,380 sq ft). The centre fuselage and undercarriage were reinforced to accommodate a 9,600 kg (21,200 lb) increase in maximum takeoff weight, taking it to 83,000 kg (183,000 lb).

Variants

A321-100
The original derivative of the A321, the A321-100, had shorter range than the A320 because no extra fuel tank was added to compensate for the increased weight. The MTOW of the A321-100 is 83,000 kg (183,000 lb). The A321-100 entered service with Lufthansa in 1994. Only about 90 were produced; a few were later converted to the A321-200 variant.
A321-200
Airbus began development of the heavier and longer-range A321-200 in 1995 to give the A321 full-passenger transcontinental US range. This was achieved through higher thrust engines (V2533-A5 or CFM56-5B3), minor structural strengthening, and an increase in fuel capacity with the installation of one or two optional 2,990 L (790 US gal) tanks in the rear underfloor hold. The additional fuel tanks increased the total capacity to 30,030 L (7,930 US gal). These modifications also increased the maximum takeoff weight of the A321-200 to 93,000 kg (205,000 lb). This variant first flew in December 1996, and entered service with Monarch Airlines in April 1997. The following month, Middle East Airlines received its first A321-200 in May 1997. Its direct competitors include the 757-200 and the 737-900/900ER.
A321neo
On 1 December 2010, Airbus launched the A320neo family (neo for New Engine Option) with 500 nmi (930 km; 580 mi) more range and 15% better fuel efficiency, thanks to new CFM International LEAP-1A or Pratt & Whitney PW1000G engines and large sharklets. The lengthened A321neo prototype made its first flight on 9 February 2016. It received its type certification on 15 December 2016. The first entered service in May 2017 with Virgin America.
A321LR
In October 2014, Airbus started marketing a longer range 97 t (214,000 lb) maximum takeoff weight variant with three auxiliary fuel tanks, giving it 100 nmi (190 km; 120 mi) more operational range than a Boeing 757-200. Airbus launched the A321LR (Long Range) on 13 January 2015; it has a range of 4,000 nmi (7,400 km; 4,600 mi) with 206 seats in two classes. On 31 January 2018, the variant completed its first flight. Airbus announced its certification on 2 October 2018. On 13 November 2018, Arkia received the first A321LR.
A321XLR
In January 2018, Airbus was studying an A321LR variant with a further increased MTOW. The proposed A321XLR, with an increased range of 4,500 nmi (8,300 km; 5,200 mi), was to be launched in 2019 to enter service in 2021 or 2022 and compete with the Boeing NMA. In November, Airbus indicated that the A321XLR would have an MTOW over 100 t (220,000 lb) and 700 nmi (1,300 km; 810 mi) more range than the A321LR. The A321XLR was launched at the June 2019 Paris Air Show, with 4,700 nmi (8,700 km; 5,400 mi) of range from 2023, including a new permanent Rear Centre Tank (RCT) for more fuel, a strengthened landing gear for a 101 t (223,000 lb) MTOW; and an optimised wing trailing-edge flap configuration to preserve take-off performance. The company announced in June 2022 that the aircraft had completed its first flight. Iberia will be the launch customer.
Freighter conversion
While no freighter version of the A321 has been built new by Airbus, a first attempt of converting used A320/321 into freighter aircraft was undertaken by Airbus Freighter Conversion GmbH. The program, however, was canceled in 2011 before any aircraft were converted.
On 17 June 2015, ST Aerospace signed agreements with Airbus and EFW for a collaboration to launch the A320/A321 passenger-to-freighter (P2F) conversion programme. The initial converted aircraft first flew on 22 January 2020. On 27 October 2020, the first A321-200P2F was delivered to launch operator Qantas Freight.
Sine Draco Aviation also offers an A321 passenger-to-freighter conversion programme; its first conversion is expected for the first quarter of 2022.
On 15 March 2022, Lufthansa Cargo started to operate its A321F, a cargo variant of the A321.
Operators
As of April 2024, 3,057 Airbus A321 aircraft (1718 ceo+1339 neo) were in service with more than 100 operators. American Airlines and Delta Air Lines operate the largest A321 fleets of 298 and 181 aircraft, respectively.
Orders and deliveries
Type - Orders - Deliveries
Total - Backlog - Total - 2024 - 2023 - 2022 - 2021 - 2020 - 2019 - 2018 - 2017 - 2016 - 2015 - 2014 - 2013 - 2012 - 2011 - 2010
A321ceo - 1,784 - _ - 1,784 - _ - _ - _ - 22 - 9 - 38 - 99 - 183 - 222 - 184 - 150 - 102 - 83 - 66 - 51
A321neo - 6,331 - 4,992 - 1,339 - 91 - 317 - 264 - 199 - 178 - 168 - 102 - 20 - _ - _ - _ - _ - _ - _ - _
(A321) - (8,115) - (4,992) - (3,123) - (91) - (317) - (264) - (221) - (187) - (206) - (201) - (203) - (222) - (184) - (150) - (102) - (83) - (66) - (51)
Type - Deliveries
2009 - 2008 - 2007 - 2006 - 2005 - 2004 - 2003 - 2002 - 2001 - 2000 - 1999 - 1998 - 1997 - 1996 - 1995 - 1994
A321ceo - 87 - 66 - 51 - 30 - 17 - 35 - 33 - 35 - 49 - 28 - 33 - 35 - 22 - 16 - 22 - 16
A321neo - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _ - _
(A321) - (87) - (66) - (51) - (30) - (17) - (35) - (33) - (35) - (49) - (28) - (33) - (35) - (22) - (16) - (22) - (16)
(Data - April 2024)
Accidents and incidents
For the Airbus A321, 32 aviation accidents and incidents have occurred, including 6 hull-loss accidents or criminal occurrences with a total of 377 fatalities as of August 2019.
Specifications
Variant - A321 - A321neo - A321LR - A321XLR
Cockpit crew - Two (A321 / A321neo / A321LR / A321XLR)
2-class seats - 185 (16F @ 36 in, 169Y @ 32 in) - 206 (16J @ 36 in + 190Y @ 30 in) (A321neo / A321LR / A321XLR)
1-class max. - 220 - 240 @ 28 in (A321neo / A321LR / A321XLR)
Cargo capacity - 51.70 m3 (1,826 cu ft) / 10×LD3-45s [c] (A321 / A321neo / A321LR / A321XLR)
Length - 44.51 m (146 ft) (A321 / A321neo / A321LR / A321XLR)
Wingspan - 35.80 m (117 ft 5 in) [d] (A321 / A321neo / A321LR / A321XLR)
Wing - 122.4 m2 (1,318 sq ft) area, 25° sweep (A321 / A321neo / A321LR / A321XLR)
Height - 11.76 m (38.6 ft) (A321 / A321neo / A321LR / A321XLR)
Fuselage - 3.95 by 4.14 m (13.0 by 13.6 ft) width × height, 3.70 m (12.1 ft) wide cabin (A321 / A321neo / A321LR / A321XLR)
Max. takeoff weight - 93.5 t (206,000 lb) (A321 / A321neo) - 97 t (213,800 lb) - 101 t (223,000 lb)
Max. payload - 25.3 t (56,000 lb) - 25.5 t (56,200 lb) (A321neo / A321LR / A321XLR)
Op. empty weight - 48.5 t (107,000 lb) - 50.1 t (110,500 lb) (A321neo / A321LR / A321XLR)
Fuel capacity - 24,050-30,030 L (6,350-7,930 US gal) - 23,490-29,474 L (6,205-7,786 US gal) [e] - 23,490-32,853 L (6,205-8,679 US gal) [f] - 32,940 L (8,700 US gal)
Engines (×2) - CFM56-5B, 68.3 in (1.73 m) fan . IAE V2500-A5, 63.5 in (1.61 m) fan - CFM LEAP-1A, 78 in (1.98 m) fan . PW1100G-JM, 81 in (2.06 m) fan (A321neo / A321LR / A321XLR)
Max. Thrust (×2) - 133-142.34 kN (29,900-32,000 lbf) - 143.05-147.28 kN (32,160-33,110 lbf) (A321neo / A321LR / A321XLR)
Speed - Cruise: Mach 0.78 (450 kn; 833 km/h; 518 mph) . Max.: Mach 0.82 (473 kn; 876 km/h; 544 mph) (A321 / A321neo / A321LR / A321XLR)
Ceiling - 39,100-39,800 ft (11,900-12,100 m) (A321 / A321neo / A321LR / A321XLR)
Typical range - 3,200 nmi (5,930 km; 3,680 mi) [g] - 3,500 nmi (6,480 km; 4,030 mi) - 4,000 nmi (7,410 km; 4,600 mi) [h] - 4,700 nmi (8,700 km; 5,410 mi)
Engines
Aircraft model - Certification date - Engines - Take-Off Thrust - Max. Continuous
A321-111 - 27 May 1994 - CFM56-5B1 - 133.44 kN (30,000 lbf) - 129.40 kN (29,090 lbf)
A321-112 - 15 February 1994 - CFM56-5B2 or 5B2/P - 137.89 kN (31,000 lbf) - 129.40 kN (29,090 lbf)
A321-131 - 17 December 1993 - IAE V2530-A5 - 133.00 kN (29,900 lbf) - 119.88 kN (26,950 lbf)
A321-211 - 20 March 1997 - CFM56-5B3 or 5B3/P or 5B3/2P - 142.34 kN (32,000 lbf) - 129.40 kN (29,090 lbf)
A321-212 - 31 August 2001 - CFM56-5B1 or 5B1/P or 5B1/2P - 133.44 kN (30,000 lbf) - 129.40 kN (29,090 lbf)
A321-213 - 31 August 2001 - CFM56-5B2 or 5B2/P - 137.89 kN (31,000 lbf) - 129.40 kN (29,090 lbf)
A321-231 - 20 March 1997 - IAE V2533-A5 - 140.55 kN (31,600 lbf) - 119.88 kN (26,950 lbf)
A321-232 - 31 August 2001 - IAE V2530-A5 - 133.00 kN (29,900 lbf) - 119.88 kN (26,950 lbf)
A321-251N - 15 December 2016 - CFM LEAP-1A32 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-252N - 18 December 2017 - CFM LEAP-1A30 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-253N - 3 March 2017 - CFM LEAP-1A33 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-271N - 15 December 2016 - PW1133G-JM - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)
A321-272N - 23 May 2017 - PW1130G-JM - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)
A321-251NX - 22 March 2018 - CFM LEAP-1A32 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-252NX - 22 March 2018 - CFM LEAP-1A30 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-253NX - 22 March 2018 - CFM LEAP-1A33 - 143.05 kN (32,160 lbf) - 119.88 kN (26,950 lbf)
A321-271NX - 22 March 2018 - PW1133G-JM - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)
A321-272NX - 22 March 2018 - PW1130G-JM - 147.28 kN (33,110 lbf) - 145.81 kN (32,780 lbf)

Related development
Airbus A318
Airbus A319
Airbus A320 family
Airbus A320neo family

Aircraft of comparable role, configuration, and era
Boeing 737-900
Boeing 737 MAX 10
Boeing 757
Irkut MC-21
Tupolev Tu-204

Notes
a) The Airbus A321 is built in Hamburg, Germany and Mobile, Alabama, United States
b) Airbus was originally a consortium of European aerospace companies named, Airbus Industrie, and is now fully owned by Airbus, originally named EADS (Airbus' name has been Airbus SAS since 2001)
c) no Additional Centre Tank
d) with sharklets
e) 0-2 Additional Centre Tank
f) 0-3 Additional Centre Tank
g) sharklets, typical Passengers and bags
h) with 206 passengers

An A321-200 of American Airlines, the largest operator
The A321 entered service in January 1994 with Lufthansa, seen here is an A321-100
An Airbus A321 on final assembly line 3 in the Airbus Hamburg-Finkenwerder plant
The A321 has double-slotted flaps
Airbus A32X family
The A320's overwing exits were replaced by type 'C' doors in front of and behind the wings for the A321, although some A321neos with the Cabin Flex arrangement kept the overwing exits
The A321neo has larger CFM LEAP or PW1000G turbofans (this Turkish Airlines A321neo has PW1000G engines)
An Arkia A321LR in 2019

Airbus A330

A330
Role - Wide-body airliner
National origin - Multi-national [a]
Manufacturer - Airbus
First flight - 2 November 1992; 31 years ago
Introduction - 17 January 1994 with Air Inter
Status - In service
Primary users - Delta Air Lines / Turkish Airlines / China Eastern Airlines / Cathay Pacific
Produced - 1992-present
Number built - 1,599 as of April 2024
Developed from - Airbus A300
Variants - Airbus A330 MRTT / Airbus Beluga XL / Airbus CC-330 Husky
Developed into - Airbus A330neo

The Airbus A330 is a wide-body aircraft developed and produced by Airbus. Airbus began developing larger A300 derivatives in the mid-1970s, giving rise to the A330 twinjet as well as the A340 quadjet, and launched both designs alongside with their first orders in June 1987. The A330-300, the first variant, took its maiden flight in November 1992 and entered service with Air Inter in January 1994. The slightly shorter A330-200 variant followed in 1998 with Canada 3000 as the launch operator.
The A330 shares many underpinnings with the airframe of the early A340 variants, most notably the same fuselage and wing components, and by extension the same structure. However, the A330 has two main landing gear legs instead of three, lower weights, and slightly different lengths. Both airliners have fly-by-wire controls as well as a similar glass cockpit to increase the commonality. The A330 was Airbus's first airliner to offer a choice of three engines: the General Electric CF6, Pratt & Whitney PW4000, or the Rolls-Royce Trent 700. The A330-300 has a range of 11,750 km (6,340 nmi; 7,300 mi) with 277 passengers, while the shorter A330-200 can cover 13,450 km (7,260 nmi; 8,360 mi) with 247 passengers. Other variants include the A330-200F dedicated freighter, the A330 MRTT military tanker, and the ACJ330 corporate jet. The A330 MRTT was proposed as the EADS/Northrop Grumman KC-45 for the US Air Force's KC-X competition, but lost to the Boeing KC-46 in appeal after an initial win.
In July 2014, Airbus announced the re-engined A330neo (new engine option) comprising A330-800/900, which entered service with TAP Air Portugal in December 2018. With the exclusive, more efficient Trent 7000 turbofan and improvements including sharklets, it offers up to 14% better fuel economy per seat. The first-generation A330s (-200/200F/300) are now called A330ceo (current engine option).
Delta Air Lines is the largest operator with 69 airplanes in its fleet as of April 2024. A total of 1,774 orders were placed for the A330 family, of which 1,599 had been delivered and 1,468 were in service with 148 operators. The global A330 fleet had accumulated more than 65 million flight hours since its entry into service. The A330 is the second most delivered wide-body airliner after the Boeing 777. It competes with the Boeing 767, smaller variants of the Boeing 777, and the 787. It is complemented by the larger Airbus A350, which succeeded the four-engined A340.

Development

Background

Airbus jetliners, 1974-1994
Model - A300 - A310 - A320 - A330 - A340
Introduced - 1974 - 1983 - 1988 - 1994 - 1993
Body - Wide - Wide - Narrow - Wide - Wide
Engines - 2 - 2 - 2 - 2 - 4
Range - 4,050 nmi (7,500 km; 4,660 mi) - 4,350 nmi (8,060 km; 5,010 mi) - 3,000 nmi (5,600 km; 3,500 mi) - 6,350 nmi (11,760 km; 7,310 mi) - 7,300 nmi (13,500 km; 8,400 mi)

Airbus's first airliner, the A300, was envisioned as part of a diverse family of commercial aircraft. Pursuing this goal, studies began in the early 1970s into derivatives of the A300. Before introducing the A300, Airbus identified nine possible variations designated B1 through B9. A tenth variant, the A300B10, was conceived in 1973 and developed into the longer-range Airbus A310. Airbus then focused its efforts on single-aisle (SA) studies, conceiving a family of airliners later known as the Airbus A320 family, the first commercial aircraft with digital fly-by-wire controls. During these studies Airbus turned its focus back to the wide-body aircraft market, simultaneously working on both projects.
In the mid-1970s, Airbus began development of the A300B9, a larger derivative of the A300, which would eventually become the A330. The B9 was essentially a lengthened A300 with the same wing, coupled with the most powerful turbofan engines available. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes. Offering the same range and payload as the McDonnell Douglas DC-10 but with 25 per cent better fuel efficiency, the B9 was seen as a viable replacement for the DC-10 and the Lockheed L-1011 TriStar trijets. It was also considered as a medium-ranged successor to the A300.
At the same time, a 200-seat four-engine version, the B11 (which would eventually become the A340) was also under development. The B11 was originally planned to take the place of narrow-body Boeing 707s and Douglas DC-8s then in commercial use, but would later evolve to target the long-range, wide-body trijet replacement market. To differentiate from the SA series, the B9 and B11 were re-designated as the TA9 and TA11, with TA standing for "twin aisle". Development costs were reduced by the two aircraft using the same fuselage and wing, with projected savings of US$500 million. Another factor was the split preference of those within Airbus and, more importantly, those of prospective customers; twinjets were favoured in North America, quad-jets desired in Asia, and operators had mixed views in Europe. Airbus ultimately found that most potential customers favoured four engines for their exemption from existing twinjet range restrictions and their ability to be ferried with one inactive engine. As a result, development plans prioritised the four-engined TA11 ahead of the TA9.
Design effort
The first specifications for the TA9 and TA11, aircraft that could accommodate 410 passengers in a one-class layout, emerged in 1982. They showed a large underfloor cargo area that could hold five cargo pallets or sixteen LD3 cargo containers in the forward, and four pallets or fourteen LD3s in the aft hold - double the capacity of the Lockheed L-1011 TriStar or DC-10, and 8.46 metres (27.8 ft) longer than the Airbus A300. By June 1985, the TA9 and TA11 had received more improvements, including the adoption of the A320 flight deck, digital fly-by-wire (FBW) control system, and side-stick control. Airbus had developed a common cockpit for their aircraft models to allow quick transition by pilots. The flight crews could transition from one type to another after only one week's training, which reduces operator costs. The two TAs would use the vertical stabiliser, rudder, and circular fuselage sections of the A300-600, extended by two barrel sections.
Airbus briefly considered the variable camber wing, a concept that requires changing the wing profile for a given phase of flight. Studies were carried out by British Aerospace (BAe), now part of BAE Systems, at Hatfield and Bristol. Airbus estimated this would yield a two per cent improvement in aerodynamic efficiency, but the feature was rejected because of cost and difficulty of development. A true laminar flow wing (a low-drag shape that improves fuel efficiency) was also considered but rejected.
With necessary funding available, the Airbus Supervisory Board approved the development of the A330 and A340 with potential customers on 27 January 1986. Its chairman Franz Josef Strauss stated afterwards that.
Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, now officially designated as the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments.
The designations were originally reversed and were switched so the quad-jet airliner would have a "4" in its name. Airbus hoped for five airlines to sign for both the A330 and A340, and on 12 May sent sale proposals to the most likely candidates, including Lufthansa and Swissair.
Engines
From the beginning of the TA9's development, a choice of engines from the three major engine manufacturers, Rolls-Royce, Pratt & Whitney, and GE Aviation, was planned. GE Aviation first offered the CF6-80C2. However, later studies indicated that more thrust was needed to increase the initial power capability from 267 to 289 kN (60,000 to 65,000 lbf). GE enlarged the CF6-80C2 fan from 236 to 244 centimetres (92.9 to 96.1 in) and reduced the number of fan blades from 38 to 34 to create the CF6-80E1 with a thrust of 300-320 kN (67,000-72,000 lbf).
Rolls-Royce initially wanted to use the 267 kN (60,000 lbf) Trent 600 to power Airbus's newest twinjet and the upcoming McDonnell Douglas MD-11. However, the company later agreed to develop an engine solely for the A330, the Trent 700, with a larger diameter and 311 kN (69,900 lbf) of thrust. The A330 became the first Airbus aircraft for which Rolls-Royce supplied engines.
Similarly, Pratt & Whitney signed an agreement that covered the development of the A330-exclusive PW4168. The company increased the fan size from 94 in (2.39 m) to 100 in (2.54 m), enabling the engine to deliver 311 kN (69,900 lbf) of thrust. Like the CF6-80E1, 34 blades were used instead of the 38 found on the smaller PW4000 engines.
Production and testing
In preparation for the production of the A330 and the A340, Airbus's partners invested heavily in new facilities. In south-western England, BAe made a £7 million investment in a three-storey technical centre with 15,000 m2 (161,000 sq ft) of floor area at Filton. In north Wales, BAe also spent £5 million on a new production line at its Broughton wing production plant. In Germany, Messerschmitt-Bölkow-Blohm (MBB) invested DM400 million ($225 million) on manufacturing facilities in the Weser estuary, including at Bremen, Einswarden, Varel, and Hamburg. France saw the biggest investments, with Aérospatiale constructing a new Fr.2.5 billion ($411 million) final-assembly plant adjacent to Toulouse-Blagnac Airport in Colomiers; by November 1988, the pillars for the new Clément Ader assembly hall had been erected. The assembly process featured increased automation, such as robots drilling holes and installing fasteners during the wing-to-fuselage mating process.
On 12 March 1987, Airbus received the first orders for the twinjet. Domestic French airline Air Inter placed five firm orders and fifteen options, while Thai Airways International requested eight aircraft, split evenly between firm orders and options. Airbus announced the next day that it would formally launch the A330 and A340 programmes by April 1987, with deliveries of the A340 to begin in May 1992 and A330 deliveries to start in 1993. Northwest Airlines signed a letter of intent for twenty A340s and ten A330s on 31 March. In 2001, the program cost with the A340 was $3.5 billion (equivalent to $5.75 billion in 2023).
BAe eventually received £450 million of funding from the UK government, well short of the £750 million it had originally requested for the design and construction of the wings. The German and French governments also provided funding. Airbus issued subcontracts to companies in Australia, Austria, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the United States, and the former Yugoslavia. With funding in place, Airbus launched the A330 and A340 programmes on 5 June 1987, just before the Paris Air Show. At that time, the order book stood at 130 aircraft from ten customers, including lessor International Lease Finance Corporation (ILFC). Of the order total, forty-one were for A330s. In 1989, Asian carrier Cathay Pacific joined the list of purchasers, ordering nine A330s and later increasing this number to eleven.
The wing-to-fuselage mating of the first A330, the tenth airframe of the A330 and A340 line, began in mid-February 1992. This aircraft, coated with anti-corrosion paint, was rolled out on 31 March without its General Electric CF6-80E1 engines, which were installed by August. During a static test, the wing failed just below requirement; BAe engineers later resolved the problem. At the 1992 Farnborough Airshow, Northwest deferred delivery of sixteen A330s to 1994, following the cancellation of its A340 orders.
The first completed A330 was rolled out on 14 October 1992, with the maiden flight following on 2 November. Weighing 181,840 kg (401,000 lb), including 20,980 kg (46,300 lb) of test equipment, the A330 became the largest twinjet to have flown until the first flight of the Boeing 777. The flight lasted five hours and fifteen minutes during which speed, height, and other flight configurations were tested. Airbus intended the test flight programme to comprise six aircraft flying a total of 1,800 hours. On 21 October 1993, the Airbus A330 received the European Joint Aviation Authorities (JAA) and the US Federal Aviation Administration (FAA) certifications simultaneously after 1,114 cumulative airborne test hours and 426 test flights. At the same time, weight tests came in favourable, showing the plane was 500 kg (1,100 lb) underweight.
On 30 June 1994, a fatal crash occurred during certification of the Pratt & Whitney engine when an A330 crashed near Toulouse. Both pilots and the five passengers died. The flight was designed to test autopilot response during a one-engine-off worst-case scenario with the centre of gravity near its aft limit. Shortly after takeoff, the pilots had difficulty setting the autopilot, and the aircraft lost speed and crashed. An investigation by an internal branch of Direction Générale d'Aviation concluded that the accident resulted from slow response and incorrect actions by the crew during the recovery. This led to a revision of A330 operating procedures.
Entry into service
Air Inter became the first operator of the A330, having put the aircraft into service on 17 January 1994 between Orly Airport, Paris, and Marseille. Deliveries to Malaysia Airlines (MAS) and Thai Airways International were postponed to address delamination of the composite materials in the PW4168 engine's thrust reverser assembly. Thai Airways received its first A330 during the second half of the year, operating it on routes from Bangkok to Taipei and Seoul. Cathay Pacific received its Trent 700 A330s following the certification of that engine on 22 December 1994. MAS received its A330 on 1 February 1995 and then rescheduled its other ten orders. Its initial range was around 4,000 nautical miles but subsequent refinements increased the range of newer models to 5,000 nautical miles and by 2015, the range was 6,100 nautical miles.
Shrinking the -300: the -200
In response to a decline in A330-300 sales, increased market penetration by the Boeing 767-300ER, and airline requests for increased range and smaller aircraft, Airbus developed the Airbus A330-200. Known as the A329 and A330M10 during development, the A330-200 would offer nine per cent lower operating costs than the Boeing 767-300ER. The plane was aimed at the 11,900 km (6,430 nmi; 7,390 mi) sector, where Airbus predicted demand for 800 aircraft between 1995 and 2015. The project, with US$450 million in expected development costs, was approved by the Airbus Industrie Supervisory Board on 24 November 1995.
The A330-200 first flew on 13 August 1997. The sixteen-month certification process involved logging 630 hours of test flights. The A330-200's first customer was ILFC; these aircraft were leased by Canada 3000, who became the type's first operator.
As Airbus worked on its A330-200, hydraulic pump problems were reported by both A330 and A340 operators. This issue was the suspected cause of a fire that destroyed an Air France A340-200 in January 1994. On 4 January of that year, a Malaysia Airlines A330-300, while undergoing regular maintenance at Singapore Changi Airport, was consumed by a fire that started in the right-hand main undercarriage well. The incident caused US$30 million in damage, and the aircraft took six months to repair. Consequently, operators were advised to disable electrical pumps in January 1997.

Proposed variants

A330-400/600
In 1996 Airbus evaluated a 12-frame stretch which would be able to carry 380 passengers over almost 7,000 km (3,800 nmi; 4,300 mi), the -400, and a "super-stretch" using the A340-600's 22-frame stretch and powered by 400 kN (90,000 lbf) engines, the -600.
A330-100/-500
In February 2000 it was reported that a 250-seat A330-100 replacement for the A300/A310 could be launched by year end for 2003 deliveries. Shortened and keeping its fly-by-wire cockpit and systems, with a cleaner A300-600 wing with sealed control surfaces and winglets and at least two new engine types among the GE CF6-80, the PW4000 and the A340-500/600's Trent 500 aimed for 5% better SFC than the A300-600. Its 44.8 m (147 ft) wing allowed a 173 t (381,000 lb) MTOW and 4,200 nmi (7,770 km; 4,830 mi) range. In May, the 210-260 seat design had evolved towards keeping the A330 60.3 m (198 ft) span wing and engines for a 195 t MTOW and 4,500 nmi (8,300 km; 5,200 mi) range. Interested customers included Singapore Airlines, Lufthansa and Hapag-Lloyd.
Announced in July at Farnborough Air Show, the -500 first flight was targeted for early 2003 and introduction in early 2004. ILFC would take 10 if it was launched and CIT was interested too. The eight-frame shrink would carry 222 in three classes or 266 in two classes. Its initial 13,000 km (7,000 nmi; 8,100 mi) range would be followed by derated versions for 8,000 km (4,300 nmi; 5,000 mi). The market was lukewarm as airlines like Lufthansa, Hapag-Lloyd and Singapore Airlines were unimpressed by the long-range A330-500, favouring a more refined short-range design. Lack of airline demand made lessors interest wane and as ILFC would order as 30 -500s, it would be with converting rights to larger A330-200/300.
A330-200Lite
To compete with Boeing's 7E7 (later 787), Airbus offered a minimum-change derivative called the A330-200Lite in 2004. As the name indicated, this proposed variant would have had a lower maximum takeoff weight of 202 tonnes (445,000 lb), coupled with de-rated engines, giving a range of 7,400 km (4,000 nmi; 4,600 mi). It was aimed at Singapore Airlines, who had looked to replace its Airbus A310-300s. The variant was also to be a replacement for Airbus A300-600Rs and early Boeing 767s. Airlines, however, were not satisfied with the compromised aircraft; the company instead proceeded with an entirely new aircraft, the A350 XWB.
Further developments
Initially, the GE90 was only one of three Boeing 777 options, and GE Aviation then-CEO Brian H. Rowe would have paid for the development of putting it on an A330; however, Airbus' strategy for long-haul was the four-engine A340, missing the market favouring twins.
Responding to lagging A300-600F and A310F sales, Airbus began marketing the Airbus A330-200F, a freighter derivative of the A330-200, around 2001. The freighter has a range of 7,400 km (4,000 nmi; 4,600 mi) with a 65 tonnes (140,000 lb) payload, or 5,900 km (3,200 nmi; 3,700 mi) with 70 tonnes (150,000 lb). The plane utilises the same nosegear as the passenger version; however, it is attached lower in the fuselage and housed in a distinctive bulbous "blister fairing". This raises the aircraft's nose so that the cargo deck is level during loading, as the standard A330's landing gear results the plane having a nose-down attitude while on the ground.
The A330-200F made its maiden flight on 5 November 2009. This marked the start of a four-month, 180-hour certification programme. JAA and FAA certifications were expected by March the following year although approval by the JAA was delayed until April. The first delivery was subsequently made to the Etihad Airways cargo division, Etihad Cargo, in July 2010.
On 25 September 2013 at the Aviation Expo China (Beijing Airshow), Airbus announced a new lower weight A330-300 variant, optimised for use on domestic and regional routes in high growth markets with large populations and concentrated traffic flows; China and India were recognised as prime targets. This variant could carry up to 400 passengers. The increased efficiency, however, comes more from the installation of more seats than any weight reduction. On relatively short, yet congested routes, the A330 competes against single-aisle jetliners. While the A330's operating costs in these conditions are not far above those of the Boeing 737 or Airbus A321, the A320neo and 737 MAX promise more efficiency. Where the frequency of flights cannot be increased, using larger aircraft, such as the A330, is the only available option to increase capacity. The first customer for the A330 Regional was announced as Saudia at the 2015 Paris Air Show. In 2018, the unit cost of an A330-200 was US$238.5M, US$264.2M for an A330-300 and US$241.7M for an A330-200F.
New Engine Option
The A330neo ("neo" for "New Engine Option") is a development from the initial A330 (now A330ceo - "Current Engine Option"). A new version with modern engines developed for the Boeing 787 was called for by owners of the current A330. It was launched in July 2014 at the Farnborough Airshow, promising 14% better fuel economy per seat. It will use the larger Rolls-Royce Trent 7000 exclusively. Its two versions are based on the A330-200 and -300: the -800 should cover 8,150 nmi (15,090 km; 9,380 mi) with 257 passengers while the -900 should cover 7,200 nmi (13,330 km; 8,290 mi) with 287 passengers. The -900 made its first flight on 19 October 2017, received its EASA type certificate on 26 September 2018, and was first delivered to TAP Air Portugal on 26 November. The -800 made its first flight on 6 November 2018, aiming for a mid-2019 type certification and delivery in the first half of 2020.
Production
Airbus announced in February 2011 that it intended to raise production rates from seven-and-a-half/eight per month to nine per month in 2012, and ten in 2013. Production increased to 10 aircraft per month in April 2013, the highest for any Airbus wide-body aircraft. In 2012, Airbus expected the A330 to continue selling until at least 2020, with the A350-900 expected to replace the A330-300.
On 19 July 2013, Airbus delivered its 1000th A330 to Cathay Pacific. The A330 became the first Airbus wide-body airliner to reach 1,000 deliveries, and the fourth wide-body to achieve the milestone after the Boeing 747, 767, and 777. As of January 2019, a total of 1,496 A330ceos had been ordered, with 1,437 delivered.
In December 2014, Airbus announced that it would reduce A330 production to nine aircraft per month from ten, because of falling orders. Airbus did not rule out any further production cuts. The announcement led to an immediate drop in Airbus Group's stock price because the company derived a significant percentage of its cash flow and net profit from the A330 program; the A330's financial impact was magnified amid problems in the A350 and A380 programs. In February 2015, Airbus announced another production rate cut to six aircraft per month in the first quarter of 2016. This would extend A330ceo production to July 2017, allowing for a smooth transition to A330neo production, which was set to start in spring 2017. In February 2016, Airbus announced it would re-increase the production rate from 6 to 7 per month, in response to new A330 orders.
In April 2018, as a result of weakening demand, Airbus announced further rate cuts to 4-5 aircraft a month (50 per year) in 2019. In 2019, Airbus delivered 53 A330s (including 41 A330neos), including some delayed from 2018, and was set to reach a rate of 40 per year, to reflect softer demand for wide-bodies, as the backlog reached 331 (including 293 A330neos) - or 8.3 years' worth of production.
The last A330-200 was delivered to OpenSkies (operating for LEVEL) on October 1, 2019, registered F-HLVN (subsequently reregistered EC-NNH in 2021). The last A330-300 built was registered EI-EIN and flown to Brussels Airport on February 28, 2020; Aer Lingus took delivery on 4 March 2020. At the time, four completed A330-300s for troubled Hong Kong Airlines were still undelivered. A330 MRTT/KC-30B and BelugaXL production both continue alongside that of the A330neo.
The COVID-19 pandemic reduced demand for new jets in 2020, and Airbus cut its monthly production from 4.5 to 2 A330s. In September 2020, the A330 reached a milestone of 1500 deliveries, Airbus's first twin-aisle aircraft to do so, and the third overall after the Boeing 747 and 777.
Design
The A330 is a medium-size, wide-body aircraft, with two engines suspended on pylons under the wings. A two-wheel nose undercarriage and two four-wheel bogie main legs built by Messier-Dowty support the aeroplane on the ground. Its MTOW grew from 212 tonnes (467,000 lb) at introduction to 242 tonnes (534,000 lb) in 2015, enhancing its payload-range performance. John Leahy states that it was intentionally being held down in takeoff weight and performance because Airbus avoided overlapping with the A340.
The airframe of the A330 features a low-wing cantilever monoplane with a wing virtually identical to that of the A340-200/300. On the A330-300, one engine is installed at the inboard pylon while the outboard pylon position is not used; for the A340-300, both engine pylons are used, which allows the A340-300 wing to sustain a higher (wing-limited) MTOW. This is as the A340's two engines at each wing provide a more equal force distribution (engine weight) over the wing, while also the total engine weight counteracting moment is located more outboard with more engine weight located further outboard on the wing, hence the wing root bending moment with equal TOW is less on the A340-300 than on the A330-300. The wings were designed and manufactured by BAe, which developed a long slender wing with a very high aspect ratio to provide high aerodynamic efficiency [b].
The wing is swept back at 30 degrees and, along with other design features, allows a maximum operating Mach number of 0.86. To reach a long span and high aspect ratio without a large weight penalty, the wing has relatively high thickness-to-chord ratio of 11.8% or 12.8% [c]. Jet airliners have Thickness-to-chord ratios ranging from 9.4% (MD-11 or Boeing 747) to 13% (Avro RJ or 737 Classic). Each wing also has a 2.74 m (9 ft 0 in) tall winglet instead of the wingtip fences found on earlier Airbus aircraft.
The shared wing design with the A340 allowed the A330 to incorporate aerodynamic features developed for the former aircraft. The failure of International Aero Engines' radical ultra-high-bypass V2500 "SuperFan", which had promised around 15 per cent fuel burn reduction for the A340, led to multiple enhancements including wing upgrades to compensate. Originally designed with a 56 m (180 ft) span, the wing was later extended to 58.6 m (190 ft) and finally to 60.3 m (200 ft). At 60.3 m (200 ft), the wingspan is similar to that of the larger Boeing 747-200, but with 35 percent less wing area.
The A330 and A340 fuselage is based on that of the Airbus A300-600, with many common parts, and has the same external and cabin width: 5.64 m (19 ft) and 5.26 m (17 ft). Typical seating arrangements are 2-2-2 six-abreast in business class and 2-4-2 eight-abreast in economy class. The fin, rudder, elevators, horizontal tail plane (used as fuel tank), flaps, ailerons, and spoilers are made of composite materials, making 10% of the structure weight. When necessary, the A330 uses the Honeywell 331-350C auxiliary power unit (APU) to provide pneumatics and electrical power.
The A330 shares the same glass cockpit flight deck layout as the A320 and the A340, featuring electronic instrument displays rather than mechanical gauges. Instead of a conventional control yoke, the flight deck features side-stick controls, six main displays, and the Electronic Flight Instrument System (EFIS), which covers navigation and flight displays, as well as the Electronic Centralised Aircraft Monitor (ECAM). Apart from the flight deck, the A330 also has the fly-by-wire system common to the A320 family, the A340, the A350, and the A380. It also features three primary and two secondary flight control systems, as well as a flight envelope limit protection system which prevents maneuvers from exceeding the aircraft's aerodynamic and structural limits.
Operational history
Airbus intended the A330 to compete in the Extended-range Twin-engine Operation Performance Standards (ETOPS) market, specifically with the Boeing 767. (ETOPS is a standard that allows longer range flights away from a diversion airport for aircraft that have met special design and testing standards.) Instead of the "ETOPS out of the box" or "Early ETOPS" approach taken by Boeing with its 777 [d], Airbus gradually increased ETOPS approval on the A330 using in-service experience. Airbus suggested that the A340 and the A330 were essentially identical except for their engine number, and that the A340's experience could be applied to the A330's ETOPS approval. The plans were for all three engine types to enter service with 90-minute approval, before increasing to 120 minutes after the total A330 fleet accumulated 25,000 flight hours, and then to 180 minutes after 50,000 flight hours, in 1995 [e]. Aer Lingus and Cathay Pacific were two important airlines assisting Airbus in this endeavour by building up in-service flight hours on over-ocean flights. In November 2009, the A330 became the first aircraft to receive ETOPS-240 approval, which has since been offered by Airbus as an option.
As of March 2024, the global A330 fleet of 1,482 aircraft had 12 years average aircraft age (≈2.5 years for A330neo), opened more than 300 new city pairs since the launch of the Boeing 787 in 2011, and accumulated more than 65 million flight hours since its entry into service with 99.5% operational reliability.
Variants
With the launch of Airbus A330neo, the existing members of the Airbus A330 family (A330-200, 200F, 300, and MRTT) received the Airbus A330ceo ("current engine option") name.

A330ceo (current engine option)

A330-200
The A330-200 is a shortened, longer-range variant, which entered service in 1998 with Korean Air. The typical range with 253 passengers in a three-class configuration is 13,400 km (7,240 nmi; 8,330 mi). The A330-200 is ten fuselage frames shorter than the original -300, with a length of 58.82 m (193 ft 0 in). To compensate for the smaller moment arm of the shorter fuselage, the vertical stabiliser height of the -200 was increased by 104 cm (40.9 in). The -200's wing was also modified; structural strengthening of the wing allowed the maximum takeoff weight of the -200 to be increased to 229.8 tonnes (507,000 lb). The -200 is offered with three engine types similar to those found on the -300, namely the General Electric CF6-80E, Pratt & Whitney PW4000, or Rolls-Royce Trent 700. Airbus also boosted fuel capacity to 139,090 L (36,740 US gal; 30,600 imp gal) by adding the centre section fuel tank, standard in the A340.
A new vertical stabiliser was introduced in 2004 beginning with MSN 555. This newer fin is shorter in height by 50 cm (20 in) and was derived from the design of the vertical stabiliser of the A340-500 and -600, later becoming standard on all new A330-200s.
In 2008, Airbus released plans for a higher gross weight version of the A330-200 to more effectively compete against the Boeing 787 Dreamliner. The new-build A330-200HGW had a 5 tonne increase in Maximum Takeoff Weight, allowing a 560 kilometres (302 nmi; 348 mi) range increase and a 3.4 tonnes (7,500 lb) payload increase. Korean Air became the first customer on 27 February 2009 with an order for six -200HGWs. Deliveries of the first aircraft started in 2010.
In mid-2012, Airbus proposed another version of the -200 with the maximum gross weight increased by 2 t (4,400 lb) to 240 t (530,000 lb). This version had its range extended by 270 nmi (500 km; 310 mi) and carried 2.5 t (5,500 lb) more payload. It saw engine and aerodynamic improvements reducing its fuel burn by about 2%. In November 2012, it was announced that the gross weight was to be further increased to 242 t (534,000 lb) with the range extended by 350 nmi (650 km; 400 mi) over the 238 t (525,000 lb) version. It was certified by the EASA on 8 September 2015.
As of December 2020, 661 of the -200 had been ordered, 645 of which had been delivered, with 600 aircraft in operation. The 2018 list price is US$238.5 million. The -200 competes with the 767-400ER and the new 787-8. In 1998, a newly delivered A330-200 was valued $94 million, rose over $100 million in 2005 but lowered at almost $75 million in 2019 as the market favours the -300 and the A330neo.
A330-200F
The A330-200F is an all-cargo derivative of the A330-200 capable of carrying 65 t (140,000 lb) over 7,400 km (4,000 nmi; 4,600 mi) or 70 t (150,000 lb) up to 5,900 km (3,200 nmi; 3,700 mi). To overcome the standard A330's nose-down body angle on the ground, the A330F uses a revised nose undercarriage layout to provide a level deck during cargo loading. The normal A330-200 undercarriage is used, but its attachment points are lower in the fuselage, thus requiring a distinctive blister fairing on the nose to accommodate the retracted nose gear. Power is provided by two Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. General Electric does not offer an engine for the A330-200F.
As of December 2020, Airbus had delivered 38 aircraft with no outstanding orders. The list price is $241.7 million. As well as new-build freighters, Airbus has proposed passenger-to-freighter conversions of existing -200 airliners. The A330-200F is sized between the 767-300F and 777F, but trails both Boeing models in orders and deliveries.
A330-300
Powered by two General Electric CF6-80E1, Pratt & Whitney PW4000, or Rolls-Royce Trent 700 engines, the 63.69 m (208 ft 11 in) long -300 has a range of 11,750 km (6,340 nmi; 7,300 mi), typically carries 277 passengers with a 440 exit limit and 32 LD3 containers. It received European and American certification on 21 October 1993 after 420 test flights over 1,100 hours. The -300 entered service on 16 January 1994. The A330-300 is based on a stretched A300 fuselage but with new wings, stabilisers and fly-by-wire systems.
In 2010, Airbus offered a new version of the -300 with the maximum gross weight increased by two tonnes to 235 t. This enabled 120 nmi (220 km; 140 mi) extension of the range as well as 1.2 t increase in payload. In mid-2012, Airbus proposed another increase of the maximum gross weight to 240 t. It is planned to be implemented by mid-2015. This -300 version will have the range extended by 400 nmi (740 km; 460 mi) and will carry 5 t more payload. It will include engine and aerodynamic improvements reducing its fuel burn by about 2%. In November 2012, it was further announced that the gross weight will increase from 235 t to 242 t, and the range will increase by 500 nmi (926 km; 575 mi) to 6,100 nmi (11,300 km; 7,020 mi). Airbus is also planning to activate the central fuel tank for the first time for the -300 model.
As of December 2020, a total of 779 of the -300 had been ordered, 771 of which had been delivered, with 742 in operation. The 2015 list price is $264 million. The closest competitors have been the Boeing 777-200/200ER, 787-9, and the now out-of-production McDonnell Douglas MD-11.
A330-300HGW
In 2000, it was reported that Airbus was studying an A330-300 version with a higher gross weight. It was named A330-300HGW and had a takeoff weight of 240 tonnes (530,000 lb), 7 tonnes (15,000 lb) greater than the -300's weight at the time. The version would have a strengthened wing and additional fuel capacity from a 41,600-litre (11,000 US gal) centre section fuel tank. The A330-300HGW's range was increased to over 11,000 km (5,940 nmi; 6,840 mi). Among those that showed interest was leasing company ILFC, which sought airliners that could fly from the US West Coast to Europe.
Power was to be supplied by all three engines offered to A330-200 and A330-300 with lower gross weight. Airbus also considered using the new Engine Alliance GP7000 engine for the A330-300HGW, which would have been the engine's first twinjet application. The -300HGW was to enter airline service in 2004. However, the -300HGW programme was not launched and quietly disappeared.
The 240-tonne A330 reappeared years later when Airbus announced at the 2012 Farnborough Airshow that it would be an available option for both the A330-300 and the A330-200. In November 2012, the maximum take off weight was further increased to 242 tonnes. The first of these aircraft was delivered to Delta Air Lines on 28 May 2015.
A330 Regional
In September 2013, Airbus announced a version of the A330-300, named A330 Regional or A330-300 Regional. The A330 Regional has seating for up to around 400 passengers, with reduced engine thrust, reduced maximum takeoff weight of 199 t (439,000 lb), and reduced range of 2,700 nautical miles (5,000 km; 3,110 mi). It is said that the maximum takeoff weight of these aircraft is an "easy upgrade to 242 t (534,000 lb)", which is the extended range version with range of 6,350 nmi (11,800 km; 7,310 mi). It is said to provide up to 26% lower operating costs than the longer range version A330-300.
On 18 August 2016, Airbus delivered the first A330 Regional to Saudia.
A330P2F
The A330P2F freighter conversion programme was launched at the 2012 Singapore Airshow with the support of Airbus, their Dresden-based Elbe Flugzeugwerke (EFW) joint venture and Singapore-based engineering firm ST Aerospace. Targeting a 2016 introduction, Airbus then estimated a market requirement for 2,700 freighters over 20 years, half of these mid-sized, including 900 conversions.
The A330-300P2F, adapted for express delivery and e-commerce lower densities, can carry up to 62 t (137,000 lb) over 3,650 nmi (6,760 km; 4,200 mi). Following flight tests in October 2017 and EASA supplemental type certificate awarded in November, the first was delivered to DHL on 1 December.
The A330-200P2F can carry 61 t (134,000 lb) over 4,250 nmi (7,870 km; 4,890 mi). Following June Flight tests and the STC in July, the first was delivered to EgyptAir Cargo on 3 August 2018.
The P2F version of the A330 retains the passenger aircraft's geometry and incorporates a powered cargo loading system to enable pallets to be moved "uphill" on the main cargo deck, and therefore does not have the distinctive nose blister, or "bulge", of the factory delivered A330-200F.
On 3 March 2022, Air Transport Services Group (ATSG), an air freighter lessor, committed to acquiring 29 Airbus A330-300 Passenger-to-Freighter (P2F) conversion slots from EFW with deliveries in the 2023 to 2027 timeframe. The aircraft will be converted mainly at EFW's facility in Dresden, Germany, and at a new conversion site in Shanghai, China.
A330neo
...
A330-800
The Airbus A330-800 is based on the A330-200, with, cabin modifications, larger Trent 7000 engines and aerodynamic improvements. The A330-800s maiden flight took place on 6 November 2018. The first two A330-800s were delivered to their launch customer Kuwait Airways in October 2020.
A330-900
The Airbus A330-900 maintains the A330-300's fuselage dimensions with 10 more seats thanks to cabin optimisation. With modern Trent 7000 engines and redesigned winglets, it should burn 14% less fuel per seat than the A330-300 over a distance of 4,000 nmi (7,400 km; 4,600 mi). It should travel 6,550 nmi (12,130 km; 7,540 mi) with 287 passengers in a standard configuration. The A330-900 made its maiden flight on 19 October 2017 and received its EASA type certificate on 26 September 2018; it entered service with its launch customer, TAP Air Portugal, on 15 December 2018.
Beluga XL (large cargo freighter)
Airbus started design of a replacement aircraft for the Beluga in November 2014. The BelugaXL A330-743L is based on the Airbus A330, and has 30% more space than its predecessor. Like the Beluga, the BelugaXL features an extension on its fuselage top, but can accommodate two A350 wings instead of one. The new aircraft rolled out of the assembly line on 4 January 2018, making its maiden flight on 19 July 2018. It began ferrying cargo between different Airbus factories in January 2020.

Corporate jet variants

ACJ330
The A330-200 is available as an ultra-long-range Airbus Corporate Jet known as the A330-200 Prestige, with a range of 15,400 km (8,300 nmi; 9,600 mi) and a capacity of 50 passengers.
ACJ330neo
A corporate jet version of the new A330neo capable of flying 25 passengers 19,260 km (10,400 nmi; 11,970 mi) or 21 hours, enough to fly non-stop from Europe to Australia.

Military variants

Airbus A330 MRTT
The Airbus A330 MRTT is the Multi-Role Transport and Tanker (MRTT) version of the A330-200, designed for aerial refuelling and strategic transport. As of November 2020, approximately 60 orders had been placed for the A330 MRTT by air forces of thirteen countries.
EADS/Northrop Grumman KC-45
The EADS/Northrop Grumman KC-45 was a proposed version of the A330 MRTT for the United States Air Force (USAF)'s KC-X aerial refuelling programme. In February 2008, the USAF selected the aircraft to replace the Boeing KC-135 Stratotanker. The replacement process was mired in controversy, instances of corruption, and allegations of favouritism. In July 2010, EADS submitted a tanker bid to the USAF without Northrop Grumman as a partner. However, on 24 February 2011, the USAF picked the Boeing KC-767 proposal, later named KC-46, as the winner because of its lower cost.
Operators
As of April 2024, a total of 1,468 A330 family aircraft, comprising 572 A330-200s, 38 -200Fs, 729 -300s, 7 -800s and 122-900s, are in airline service with 148 operators. The five largest operators were Delta Air Lines (69), Turkish Airlines (61), China Eastern Airlines (56), Air China (50) and Cathay Pacific (44).
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km; 2,300 mi); the longest flight for the -200 was 6,000 nmi (11,000 km; 6,900 mi), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km; 5,800 mi), from Paris to Reunion, by Corsair and French Blue for the -300. Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered 787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020. In June 2023, the A330 became the second most delivered wide-body airliner after the Boeing 777.
Orders and deliveries
As of April 2024, A330 family aircraft orders stood at 1,774, of which 1,599 had been delivered, excluding 2 A330-900 delivered to Air Belgium via Airbus Financial Services.
Orders - Deliveries
Type - Total - Backlog - Total - 2024 - 2023 - 2022 - 2021 - 2020 - 2019 - 2018 - 2017 - 2016 - 2015 - 2014 - 2013 - 2012 - 2011 - 2010
A330-200 - 661 - 5 - 656 - - - 3 - 5 - 3 - 5 - 7 - 14 - 16 - 21 - 30 - 28 - 43 - 37 - 40 - 32
A330-200F - 38 - 0 - 38 - - - - - - - - - - - - - - - 2 - 3 - 3 - 5 - 8 - 8 - 4 - 5
A330-300 - 776 - 0 - 776 - - - - - 4 - 1 - 1 - 5 - 32 - 49 - 42 - 70 - 75 - 57 - 56 - 43 - 50
-- A330ceo -- - 1,475 - 5 - 1,470 - 0 - 3 - 9 - 4 - 6 - 12 - 46 - 67 - 66 - 103 - 108 - 108 - 101 - 87 - 87
A330-800 - 12 - 5 - 7 - - - - - 3 - 1 - 3 - - - - - - - - - - - - - - - - - - - -
A330-900 - 287 - 165 - 122 [f] - 8 - 29 - 20 - 11 - 10 - 41 - 3 - - - - - - - - - - - - - - - -
-- A330neo -- - 299 - 170 - 129 - 8 - 29 - 23 - 12 - 13 - 41 - 3 - - - - - - - - - - - - - - - -
(A330 family) - (1,774) - (175) - (1,599) - (8) - (32) - (32) - (16) - (19) - (53) - (49) - (67) - (66) - (103) - (108) - (108) - (101) - (87) - (87)
Deliveries
2009 - 2008 - 2007 - 2006 - 2005 - 2004 - 2003 - 2002 - 2001 - 2000 - 1999 - 1998 - 1997 - 1996 - 1995 - 1994 - 1993
A330-200 - 38 - 49 - 42 - 39 - 29 - 25 - 19 - 36 - 16 - 27 - 40 - 12 - - - - - - - - - -
A330-200F - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
A330-300 - 38 - 23 - 26 - 23 - 27 - 22 - 12 - 6 - 19 - 16 - 4 - 11 - 14 - 10 - 30 - 9 - 1
-- A330ceo -- - 76 - 72 - 68 - 62 - 56 - 47 - 31 - 42 - 35 - 43 - 44 - 23 - 14 - 10 - 30 - 9 - 1
-- A330neo -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
(A330 family) - (76) - (72) - (68) - (62) - (56) - (47) - (31) - (42) - (35) - (43) - (44) - (23) - (14) - (10) - (30) - (9) - (1)
(Data as of 30 April 2024)
Accidents and incidents
As of December 2022, the Airbus A330 has been involved in 45 aviation accidents and incidents, including 14 hull-losses (10 due to flight related accidents and 4 due to criminal related accidents), for a total of 339 fatalities.
Accidents
The A330's first fatal accident occurred on 30 June 1994 near Toulouse on a test flight when an Airbus-owned A330-300 crashed while simulating an engine failure on climbout, killing all seven on board. Airbus subsequently advised A330 operators to disconnect the autopilot and limit pitch attitude in the event of an engine failure at low speed.
The second fatal and deadliest accident, and first while in commercial service, occurred on 1 June 2009 when Air France Flight 447, an A330-200 registered as F-GZCP, en route from Rio de Janeiro to Paris with 228 people on board, crashed in the Atlantic Ocean 640-800 km (350-430 nmi; 400-500 mi) northeast of the islands of Fernando de Noronha, with no survivors. Malfunctioning pitot tubes provided an early focus for the investigation, as the aircraft involved had Thales-built "-AA" models known to indicate faulty airspeed data during icing conditions. In July 2009, Airbus advised A330 and A340 operators to replace Thales pitots with equivalents manufactured by Goodrich. Investigators later determined that the inadequate response of the pilots to both a loss of airspeed data from malfunctioning pitot tubes and subsequent autopilot disengagement followed by incorrect reaction by the pilot flying resulted in Flight 447 entering into an aerodynamic stall.
On 12 May 2010, Afriqiyah Airways Flight 771, an A330-200 registered as 5A-ONG, crashed on approach to Tripoli International Airport, Libya, on a flight from O. R. Tambo International Airport, Johannesburg, South Africa. Of the 104 people on board, all but one nine-year-old Dutch child died. The cause of the crash was determined to be pilot error.
On 23 October 2022, Korean Air Flight 631, an Airbus A330-300 registered as HL7525, operating from Seoul to Cebu, crash landed and overshot the runway while landing in poor weather at night.

Incidents

Engine related
Several in-flight shutdowns of Trent 700-powered A330-300s have occurred. On 11 November 1996, engine failure on a Cathay Pacific flight forced it back to Ho Chi Minh City. On 17 April 1997, Dragonair experienced an engine shutdown on an A330, caused by carbon clogging the oil filter. As a result, Cathay Pacific self-suspended its 120-minute ETOPS clearance. Another engine failure occurred on 6 May during climbout with a Cathay Pacific A330, due to a bearing failure in a Hispano-Suiza-built gearbox. Three days later, a Cathay Pacific A330 on climbout during a Bangkok-Hong Kong flight experienced an oil pressure drop and a resultant engine spool down, forcing a return to Bangkok. The cause was traced to metal contamination in the engine's master chip. Following a fifth engine failure on 23 May, Cathay Pacific and Dragonair voluntarily grounded their A330 fleets for two weeks, causing major disruption as Cathay's eleven A330s made up fifteen per cent of its passenger capacity. Rolls-Royce and Hispano-Suiza developed a redesigned lubrication system to fix the problem.
Other engines have issues too: on 14 July 2015, an Asiana PW4000 was shut down in flight, on 15 January 2017, an Air Europa CF6 was shut down in flight, on 28 December 2017, an Aer Lingus CF6 was shut down in flight, on 18 January 2018, a Malaysia Airlines PW4000 was shut down in flight, on 13 February 2018, a Delta Air Lines PW4000 caught fire, on April 18, 2018, another Delta Air Lines PW4000 caught fire, on 29 May 2018, a Delta Air Lines PW4000 had engine vibrations, on 1 June 2018, a Qantas CF6 was shut down in flight, on 1 October 2018, a China Airlines CF6 had an engine problem, and on 5 November 2018, a Brussels Airlines PW4000 was shut down in flight.
Flight data related
In 2008, Air Caraïbes reported two incidents of pitot tube icing malfunctions on its A330s.
On 7 October 2008, Qantas Flight 72, an A330-300, suffered a rapid loss of altitude in two sudden uncommanded pitch-down manoeuvres while 150 km (81 nmi; 93 mi) from the RAAF Learmonth air base in northwestern Australia. After declaring an emergency, the crew landed the aircraft safely at Learmonth. It was later determined that the incident, which caused 106 injuries, 14 of them serious, was the result of a design flaw of the plane's Air Data Inertial Reference Unit and a limitation of the aircraft's flight computer software.
Fuel system related
On 24 August 2001, Air Transat Flight 236, an A330-200, developed a fuel leak over the Atlantic Ocean due to an incorrectly installed hydraulic part and was forced to glide for over 15 minutes to an emergency landing in the Azores.
On 13 April 2010, Cathay Pacific Flight 780, an A330-300, from Surabaya Juanda International Airport to Hong Kong landed safely after contaminated fuel caused both engines to fail. Fifty-seven passengers were injured. Its two pilots received the Polaris Award from the International Federation of Air Line Pilots' Associations for their heroism and airmanship.
Chemical and fire related
On 15 March 2000, a Malaysia Airlines A330-300 suffered structural damage due to leaking oxalyl chloride, a corrosive chemical substance that had been improperly labeled before shipping. The aircraft was written off.
On 27 August 2019, an Air China A330-300 at Beijing Capital International Airport caught fire while at the gate. The passengers and crew were safely evacuated. The airplane was likely damaged beyond repair.
Hijackings and war related
The two hijackings involving the A330 have resulted in one fatality, namely the hijacker of Philippine Airlines Flight 812 on 25 May 2000, who jumped out of the aircraft to his death. The hijacking of Sabena Flight 689 on 13 October 2000 ended with no casualties when Spanish police took control of the aircraft. On 24 July 2001, two unoccupied SriLankan Airlines A330s were destroyed amid an attack on Bandaranaike International Airport, in Colombo, Sri Lanka, by the Liberation Tigers of Tamil Eelam. On 25 December 2009, passengers and crew subdued a man who attempted to detonate explosives in his underwear on an A330-300 operating Northwest Airlines Flight 253.
On 15 July 2014, a Libyan Airlines A330 was severely damaged in the fighting in Libya and sustained bullet holes in the fuselage. On 20 July 2014, two Afriqiyah Airways Airbus A330s were hit by an RPG at Tripoli International Airport. One was completely destroyed in the ensuing fire.
On 15 April 2023, a Saudia A330 registered HZ-AQ30 was destroyed in Sudan bombings during an ongoing military coup.
Aircraft on display
- A former Turkish Airlines A330-300 is preserved at Aircraft Museum Kathmandu in Kathmandu, Nepal. This aircraft was only eight months old when it was written off in a runway excursion at Tribhuvan International Airport. The museum is inside the aircraft, with more than 200 miniature planes inside and aviation artifacts.
- Former Thai Airways A330-300 HS-TEF has been preserved since 2017 as the Airways Land Café at Sida, Nakhon Ratchasima, Thailand.
- Air Diamond Cafe in Chiang Mai, Thailand uses the former Thai Airways A330-300 HS-TEG at its main premises.
- Former Thai Airways A330-300 HS-TEM has been preserved as "Coffee War" cafe in Chonburi since 2020.
Specifications
Airbus A330 specifications unless noted
_ - A330-200 - A330-200F - A330-300
Cockpit crew - Two (A330-200 / A330-200F / A330-300)
Capacity - 246 (36J @ 60 in + 210Y @ 32 in) - 70,000 kg (150,000 lb) - 300 (36J @ 60 in + 264Y @ 32 in)
Max seating - 406 - _ - 440
Length - 58.82 m (192.98 ft) (A330-200 / A330-200F) - 63.66 m (208.86 ft)
Span - Wing: 60.3 m (197.83 ft), Main gear: 12.61 m (41.37 ft) (A330-200 / A330-200F / A330-300)
Wing - 361.6 m2 (3,892 sq ft), 25% chord wingsweep: 30°, 10.06 Aspect ratio (A330-200 / A330-200F / A330-300)
Height - 17.39 m (57.1 ft) - 16.90 m (55.4 ft) - 16.79 m (55.1 ft)
Fuselage - 5.64 m (222 in) diameter, 5.26 m (207 in) cabin width (A330-200 / A330-200F / A330-300)
Seat width - 0.46 m (18 in) in 8 abreast economy, 0.53 m (21 in) in 6 abreast business (A330-200 / A330-200F / A330-300)
Cargo volume - 132.4 m3 (4,680 cu ft) - 469.2 m3 (16,570 cu ft) - 158.4 m3 (5,590 cu ft)
MTOW - 242,000 kg (534,000 lb) - 233,000 kg (514,000 lb) - 242,000 kg (534,000 lb)
OEW - 120,600 kg (265,900 lb) - 109,400 kg (241,200 lb) - 129,400 kg (285,300 lb)
Max Payload - 49,400 kg (108,900 lb) - 68,600 kg (151,200 lb) - 45,600 kg (100,500 lb)
Fuel capacity - 139,090 L (36,740 US gal; 30,600 imp gal) . 109,185 kg (240,712 lb) (A330-200 / A330-200F / A330-300)
Engines (×2) - GE CF6 (except -200F) / PW4000 / Trent 700 (A330-200 / A330-200F / A330-300)
Thrust (×2) - 64,500-71,100 lbf (287-316 kN) (A330-200 / A330-200F / A330-300)
Cruise - Mach 0.82 (470 kn; 871 km/h; 541 mph) [g], at 12,500 m (41,100 ft) service ceiling (A330-200 / A330-200F / A330-300)
Range - 13,450 km (7,260 nmi; 8,360 mi) [h] - 7,400 km (4,000 nmi; 4,600 mi) - 11,750 km (6,340 nmi; 7,300 mi) [i]
Runway [j] - Takeoff: 2,770 m (9,090 ft), Landing: 1,730 m (5,680 ft) (A330-200 / A330-200F / A330-300)

Aircraft model designations

EASA Type Certificate Data Sheet
Model - Certification Date - Engines
A330-201 - 31 October 2002 - General Electric CF6-80E1A2
A330-202 - 31 March 1998 - General Electric CF6-80E1A4
A330-203 - 20 November 2001 - General Electric CF6-80E1A3
A330-223 - 13 July 1998 - Pratt & Whitney PW4168A/4170
A330-223F - 9 April 2010 - Pratt & Whitney PW4170 (Freighter)
A330-243 - 11 January 1999 - Rolls-Royce Trent 772B/C-60
A330-243F - 9 April 2010 - Rolls-Royce Trent 772B-60 (Freighter)
A330-301 - 21 October 1993 - General Electric CF6-80E1A2
A330-302 - 17 May 2004 - General Electric CF6-80E1A4
A330-303 - 17 May 2004 - General Electric CF6-80E1A3
A330-321 - 2 June 1994 - Pratt & Whitney PW4164
A330-322 - 2 June 1994 - Pratt & Whitney PW4168
A330-323 - 22 April 1999 - Pratt & Whitney PW4168A/4170
A330-341 - 22 December 1994 - Rolls-Royce Trent 768-60
A330-342 - 22 December 1994 - Rolls-Royce Trent 772-60
A330-343 - 13 September 1999 - Rolls-Royce Trent 772B/C-60

ICAO Aircraft Type Designators
Designation - Type
A332 - Airbus A330-200, Airbus A330-200F
A333 - Airbus A330-300
A337 - Airbus A330-700 Beluga XL

Related development
Airbus A300
Airbus A330 MRTT
Airbus CC-330 Husky
Airbus A330neo
Airbus A340
Airbus Beluga XL

Aircraft of comparable role, configuration, and era
Airbus A350
Boeing 767
Boeing 777-200
Boeing 787 Dreamliner
Ilyushin Il-96
McDonnell Douglas MD-11

Notes
a) Final assembly in France.
b) The higher the aspect ratio, the greater the aerodynamic efficiency.
c) This is the thickness to chord ratio of the early Airbus A340 variants, which share the same wing with the A330.
d) This meant that the Boeing 777 was certified for 180-minutes ETOPS from the first day of service. As a result, the aircraft could be 180 minutes (3 hours) of flying time from a diversionary airport during transoceanic services.
e) After a total of 25,000 airborne hours, the A330 would be allowed a maximum of 120 minutes (2 hours) of flight time from a diversionary airport. After 50,000 hours, the limit would be raised to 180 minutes (3 hours).
f) Excluding 2 A330-900 delivered to Air Belgium via Airbus Financial Services which had been aircraft built for cancelled orders.
g) Mach 0.86 (493 kn; 914 km/h) MMO.
h) 247 passengers.
i) 277 passengers.
j) SL, ISA, MTOW/MLW.

A330 and A340 seating and range comparison
Compared to the A330 twinjet (on ground), the heavier A340 (inflight) has four engines and a centre-line wheel bogie
Rolls-Royce's Trent 700 features a mixed exhaust
Pratt & Whitney's PW4000 has a more conventional unmixed exhaust
The GE CF6 also has an unmixed exhaust, but adds a pointed exhaust cone
A330 final assembly line in Toulouse, 2007
The A330 first prototype (it was rolled out on 14 October 1992, and first flew on 2 November)
Air Inter introduced the A330-300 on 17 January 1994 as its launch operator
The A330-200 first flew on 13 August 1997
Canada 3000 was the A330-200's launch operator in April 1998
The A330-200F freighter was first delivered to Etihad Cargo in July 2010
First flight of A330-900 on 19 October 2017
The 1,000th A330 was delivered on 19 July 2013
A330-200 planform view, showing its 10.06 wing aspect ratio and 30° wing sweep
Eight-abreast, 2-4-2 economy class
The fly-by-wire A330/A340 retains the A320's six-screen glass cockpit
The -200 is 4.85 m (15.9 ft) shorter than the -300
The bulge under the A330-200F nose corrects the inherent nose-down attitude of passenger versions
The initial variant, a 63.7 m (209 ft) long A330-300 of Air China
The first 242 t (534,000 lb) A330-300 was delivered to Delta Air Lines in May 2015
The first A330-200P2F was delivered to EgyptAir Cargo on 3 August 2018, with no bulge
An IberoJet A330-900neo taking off from Madrid-Barajas Airport
Beluga XL A330-743L during its maiden flight
Airbus A330 MRTT/KC-30 of the RAAF with refuelling drogues deployed
The vertical stabilizer recovered from Air France Flight 447
A330 family schematic

Airbus A330neo

A330neo
Role - Wide-body airliner
National origin - Multi-national
Manufacturer - Airbus
First flight - 19 October 2017
Introduction - 15 December 2018 with TAP
Status - In service
Primary users - Delta Air Lines / TAP Air Portugal / Condor / ITA Airways
Produced - 2015-present
Number built - 129 as of April 2024
Developed from - Airbus A330

The Airbus A330neo ("neo" for "New Engine Option") is a wide-body airliner developed by Airbus from the original Airbus A330 (now A330ceo - "Current Engine Option"). A new version with modern engines comparable with those developed for the Boeing 787 was called for by operators of the A330ceo. It was launched on 14 July 2014 at the Farnborough Airshow, promising 14% better fuel economy per seat. It is exclusively powered by the Rolls-Royce Trent 7000 which has double the bypass ratio of its predecessor.
Its two versions are based on the A330-200 and -300: the -800 has a range of 8,150 nmi (15,090 km; 9,380 mi) with 257 passengers while the -900 covers 7,200 nmi (13,330 km; 8,290 mi) with 287 passengers. The -900 made its maiden flight on 19 October 2017 and received its EASA type certificate on 26 September 2018; it was first delivered to TAP Air Portugal on 26 November 2018 and entered service on 15 December. The -800 made its first flight on 6 November 2018 and received EASA type certification on 13 February 2020; the first two -800s were delivered to Kuwait Airways on 29 October 2020 and entered service on 20 November. As of April 2024, a total of 299 A330neo family aircraft had been ordered by more than 25 customers, of which 129 aircraft had been delivered.

Development

Studies
At the Boeing 787 launch in 2004, Airbus' initial response was an improved A330. After negative feedback from airlines and lessors, the A350 XWB became a new design in 2006. After the A320neo launch in December 2010 and its commercial success, the largest airline of Malaysia - an all-Airbus operator - AirAsia asked Airbus to re-engine the A330. New engines like the GEnx or Rolls-Royce Trent 1000 developed for the 787 could offer a 12%-15% fuel burn improvement, and sharklets at least 2%.
Airbus sales chief John Leahy's argument was that the lower purchase price of an A330 even without new engines make the economics of buying an A330 competitive at midrange routes with that of the Boeing 787. An A330neo would accelerate the demise of the similarly sized A350-800. Airbus also considered re-engining the A380 but was wary of having two major modification programs simultaneously.
In March 2014, Delta Air Lines expressed an interest in the A330neo to replace its ageing, 20+-year-old Boeing 767-300ER jets. In the 250-300-seat market, CIT Group believed an A330neo enables profitability on shorter ranges where the longer-range A350 and Boeing 787 are not optimised. CIT said that the A350-800 was not as efficient as it would like, and Air Lease Corp. added that the company did not consider it reasonable to take the A350-800 and A330neo as they saw no sustainable coexistence of the two aircraft.
AirAsia X ended flights to London and Paris from Kuala Lumpur in 2012 because their Airbus A340s were not fuel-efficient enough and would try again with A330s. As Airbus gradually increased output of the new A350, prolonging the production run of the A330 could help to maintain profitability. After Emirates cancelled 70 orders for the A350, Airbus said it continued to work on re-engining the smaller A330.
Launch
On 14 July 2014 at the Farnborough Airshow, Airbus launched the A330neo programme, to be powered by the new Rolls-Royce Trent 7000. It would improve the fuel burn per seat by 14%. Airbus hoped to sell 1,000 A330neo aircraft. Its range would increase by 400 nautical miles (740 km; 460 mi) and although 95% of the parts would be common with the A330ceo, maintenance costs would be lower. New winglets, 3.7 metres wider and similar to those of the A350 XWB, still within ICAO category E airport requirements, along with new engine pylons, would improve aerodynamics by 4%.
The A330neo's development costs were expected to have an impact of around -0.7% on Airbus's return on sales target from 2015 to 2017, an estimated $2 billion (£1.18 billion). Airbus stated that lower capital cost would make the A330neo the most cost-efficient medium-range wide-body airliner. Airbus said that it could pursue demand for 4,000 aircraft and that there was an open market for 2,600 jets not already addressed by backlogs with operators already using A330s. Aerodynamic modifications would include a re-twisted wing and optimised slats.
In 2014, The Airline Monitor's Ed Greenslet stated that the A330neo would have the advantage of not being designed to fly 8,000 nmi, unlike the A350 and Boeing 787 which were thus less economical on shorter routes, although "the vast majority of long-haul markets is 4,000 nmi or less". He also believed that an "A330neo would enjoy a monopoly in its segment instantly", with the Boeing 767 "essentially out of production", the Boeing 757 not replaced while the A321neo and the 737-9 are smaller and had less range, and that launching the A330neo would probably kill the smallest A350-800.
John Leahy estimated that the A330-900 would have operating costs on par with the 787-9, but would be available at 25% lower capital costs and could reach a production rate of 10 per month after a 7/8 per month rate at the production start. Both A330neo variants were expected to have a maximum take-off weight of 242 t. The type design was frozen in late 2015.
Boeing Vice Chairman and Commercial Airplanes CEO Ray Conner dismissed the A330neo as a 2004 revamp which cannot match the 787's direct operating costs, being 20,000 lb (9.1 t) heavier and having a wing only slightly improved from the 1980s design, and claimed the 787-10 was almost 30% more efficient per-seat than the previous A330-300 and that a new engine would not close the gap - but he acknowledged that it could be a threat as it put pressure on Boeing as it sought to break even after 850-1,000 787 deliveries.
Production
On 7 September 2015, Airbus announced that it had begun production of the first A330neo with the construction of its centre wingbox and engine pylon. Final assembly of the first aircraft, an A330-900, started in September 2016 at the Airbus Toulouse site with the joining of the wings to the centre fuselage at the station 40. In December 2016, the programme schedule slipped by six weeks due to marginal engine development at Rolls-Royce, and launch customer TAP Air Portugal projected its first A330neo would be delivered in March 2018.
The first aircraft left the paint shop in December 2016, awaiting its engines. By April 2017, the Trent 7000s were to be installed later during the summer, so that the first flight was delayed until September. Due to the delay, TAP Air Portugal was not expected to receive the first A330neo until the end of the first half of 2018, or even in the third quarter. The engines were shipped to Airbus in June. The aircraft complete with engines showed at Toulouse in September before its first flight.
Major structures of the first A330-800 were entering production in October 2017: high-lift devices are installed on the wing in Bremen, fuselage sections are built in Hamburg, the centre wing-box in Nantes, titanium engine pylons in Toulouse and sharklet wingtips in Korea. Its final assembly started in November 2017, on track for its planned first flight in mid-2018. Structural assembly was completed by February 2018, having its flight-test instruments installed and waiting for its engines before its 300h flight-test programme. At this time, production aircraft progressed through the final assembly line with the first 'Airspace' cabin interior being fitted.
A330 production was cut to 50 deliveries in 2019, with more than half of them re-engined A330neos. In April 2020, the production rate decreased from 3.5 to 2 per month due to the impact of the COVID-19 pandemic on aviation, and finished planes were stored while waiting for deferred deliveries. In 2018, unit cost was US$259.9 M for a -800 and US$296.4 M for a -900.
Flight testing
The A330-900 first flight on 19 October 2017 was a debut of the 1,400 hours flight test campaign involving three prototypes plus the first production aircraft: 1,100 flight hours for the A330-900 and 300 flight hours for the A330-800, targeting mid-2018 EASA and FAA Type Certification. The 4h 15m flight reached 30,125 ft (9,182 m) and 502 kn (930 km/h). It should establish certain maximum operating points and achieve an initial handling qualities assessment including at high angle of attack. This first aircraft, MSN1795, was scheduled to perform 600 h and was to be joined the following month by the second, MSN1813, which will fly 500 h, before the third, MSN1819, the first customer aircraft for TAP Portugal with a complete cabin.
Two flight test engineers and two engine specialists monitored the 60GB per hour output of 1,375 sensors and 98,000 parameters, including strips of microelectromechanical systems to measure aerodynamic pressure distribution across the wing. MSN1795 was to undertake simulated icing tests and cold-weather tests in Canada, noise assessment, autoland testing and high angle-of-attack, minimum-unstick checks during rotation with a tail bumper. MSN1813 was to test natural icing conditions, assess hot and high conditions in the United Arab Emirates and La Paz, and fly 150h of route-proving; it has rakes and pressure sensors in the engine flows to compare actual thrust with ground bench measurements. MSN1819 was to validate the Airspace cabin interior fitting with artificial passengers for ventilation analysis and cabin environment measurements.
The second test aircraft made its maiden flight on 4 December, to be used to validate aerodynamic & engine performance and airline operations. By the end of January 2018, the first logged almost 200h in 58 flights while the second had accumulated nearly 120h in 30 flights. Its flight envelope was fully opened including flutter and stall tests to complete powerplant calibration and strake configuration has been frozen. Airbus commenced autopilot, autoland and high-speed performance testing, and was to move on to hot- and cold-weather tests, as well as noise and icing tests, over the following three months. As of 10 April 2018, the two test aircraft had logged over 200 flights and more than 700 hours, testing -27 °C cold weather, natural icing, crosswind landing, 37 °C and 8,000 ft (2,400 m) hot and high operations.
The first TAP Air Portugal aircraft made its first flight on 15 May 2018; it joined the two previous test aircraft to check the cabin systems: air conditioning, crew rest, etc. It started the final certification step on 18 June: function and reliability tests or route proving, including ETOPS, diversion airport landing, and testing ground handling over 150 flight test hours, as the flight test programme reached 1,000 hours. Entry into service was planned for the third quarter of 2018 and ETOPS was to be approved in October for 330min.
EASA granted the A330-941 type certificate on 26 September 2018, with ETOPS not yet approved. ETOPS 180 min was approved on 14 November, restricted to engines with fewer than 500 flight cycles. Airbus expects the FAA type certification with 180 min ETOPS by the end of 2018 and 330 min ETOPS in the first half of 2019. Beyond-180min ETOPS was approved by the EASA by 24 January 2019.
The maiden flight of the -800 took place on 6 November 2018; the 4h 4min flight inaugurated a 350h test program aiming for mid-2019 type certification, for delivery in the first half of 2020 to launch operator Kuwait Airways. By late March 2019, it was halfway through the 300 hours flight-test programme, having completed 44 flights in 149 hours. The -800 received EASA type certification with 180-minute ETOPS on 13 February 2020; ETOPS clearance beyond 180 minutes was awarded on 2 April.
Entry into service
Leased from Avolon, the first A330-900 was delivered to TAP Air Portugal on 26 November 2018, featuring 298 seats: 34 full-flat business, 96 economy plus and 168 economy seats, and to be deployed from Portugal to the Americas and Africa. TAP made its first commercial flight on 15 December from Lisbon to São Paulo. The airline should receive 15 more A330neos in 2019 and fly the A330-900 from Lisbon to Chicago O'Hare and Washington Dulles from June 2019, both five times a week.
Increased takeoff weight
On the occasion of the 19 October 2017 first flight, an increase to 251 t (553,000 lb) MTOW by mid-2020 was announced, with a few changes to the landing gear and brakes, increasing its range by 700 or 1,000 nmi (1,300 or 1,900 km; 810 or 1,150 mi) compared to the current A330neo or A330ceo. The 251 t MTOW was confirmed by Airbus in November 2017. This gave the -900 a range of 7,200 nmi (13,300 km; 8,300 mi) and 8,150 nmi (15,090 km; 9,380 mi) for the -800. Test flights of the 251 t A330-900 started from 28 February 2020.
Airbus was expecting a short 30-40h test campaign, as multiple tests were conducted with the previous variant adapted to higher weight, including flight performance and noise assessment. The heavier structure allows a transpacific range, and is balanced by a weight-reduction effort, keeping the same empty weight and payload. On 8 October 2020, the 251 t A330-900 was EASA-certified, before introduction by Corsair International. Retaining 99% spares commonality, it offers 6 t (13,000 lb) more payload while strengthening the landing-gear and extending the time before overhaul interval from 10 to 12 years. On 31 March 2021, Corsair took delivery of the first 251t Airbus A330-900 in a three-class, 352-seat configuration. The 251 t A330-800 was certified by EASA in April 2022.
Design
The larger 112-inch Trent 7000 is 11% more efficient than the 97.5-inch Trent 700 engine, with a 2% loss due to increased weight and 1% due to additional drag from the larger engine, but the sharklets and aero optimization regains 4% for a 12% fuel advantage per trip. Furthermore, fuel consumption per seat is improved by 2% due to the rearranged cabin (Space-Flex and Smart-Lav) with increased seating, offering a 14% fuel burn reduction per seat for the new -900 compared to the previous 235-tonne -300 version. The newer 242-tonne -300 is already 2% more efficient.
Since the fan is enlarged from 97 to 112 in (250 to 280 cm), the nacelles are mounted higher, necessitating extensive CFD analysis to avoid supersonic shock wave interference drag, as is the first slat's dog-tooth. The wing twist and belly fairings are tweaked to approach the lowest drag elliptical span-wise pressure distribution changed by the larger sharklets, like the flap track fairings shape to lower form drag.
Initially based on the largest 242t MTOW A330, Airbus is studying an improvement to 245 t (540,000 lb) MTOW for the A330neo, which would match the figure originally given for the Airbus A350-800 before it was sidelined in favor of the A330neo. This would give the -900 a 7,000 nmi (12,964 km; 8,055 mi) range to better compete with the 787-9’s 7,635 nmi (14,140 km; 8,786 mi). On the -800 at FL400, cruise fuel flow at Mach 0.82 and low weight is 4.7 to 5.2 t (10,000 to 11,000 lb) per hour at a higher weight and Mach 0.83.
Cockpit and cabin
Airbus unveiled a distinctive cockpit windscreen to be featured on the A330neo, similar to that on the A350, and promised a new interior concept offering a better passenger experience on the A330neo.
Engines
Candidate engines included variants of Rolls-Royce's Trent 1000 and General Electric's GEnx-1B. Both engine makers were reportedly interested in winning an exclusive deal should a re-engined A330 be offered. The Trent 1000 TEN (Thrust, Efficiency, New Technology) engine was under development for the 787-10, but Rolls-Royce intended to offer a broad power range.
The A330neo uses the Rolls-Royce Trent 7000 engine, which is an electronic controlled bleed air variant of the Trent 1000 used on the Boeing 787-10. It will have a 112 in (284 cm) diameter fan and a 10:1 bypass ratio. They deliver a thrust of 68,000 to 72,000 pounds-force (300 to 320 kN).
The Trent is the exclusive powerplant, as Rolls-Royce offered better terms to obtain exclusivity. Customers bemoan the loss of competition among engine makers: Steven Udvar-Hazy, CEO of Air Lease Corporation, said that he wants a choice of engines, but Airbus has pointed out that equipping a commercial aircraft to handle more than one type of engine adds several hundred million dollars to the development cost. The head of Pratt and Whitney said: "Engines are no longer commodities ... the optimization of the engine and the aircraft becomes more relevant."
The decision to offer the aircraft with only one engine option is not unique to Airbus; the Boeing 777X will come equipped exclusively with General Electric GE9X engines, after Rolls-Royce made a bid with its Advance configuration but was not selected.

Variants

A330-800
The A330-800 retains the fuselage length of the A330-200, but can seat six more passengers (for a total of 252) with an optimised cabin featuring 18-inch-wide economy seats. The -800 should have a range of 7500 nmi (13,900 km; 8,600 mi) with 257 passengers (406 max). As the variants share 99% commonality, developing the smaller -800 has a negligible extra cost.
After the first flight of the -900 on 19 October 2017, Hawaiian Airlines (then the only customer for the -800) considered changing its order for six -800s, seeking to best fit its current network to Asia and North America whilst allowing for future growth, possibly to Europe. Demand for the -800 fell to 3%, whereas the -200 commanded 40% of the ceo deliveries: its range advantage has eroded with the increased capabilities of the -900, and although it offers lower fuel per trip, fuel per seat is higher.
As of 2017, demand for the -800 was limited by low fuel prices and the fact that the -200s it might replace after 2020 were still young (nine years on average). The Boeing 767-300s that the -800 might replace are 15 years older, and while Boeing considered relaunching production of the 767-300ER, mainly as an interim for American and United Airlines, this was complicated by a 30-year-old design including obsolete cabin amenities. At this time, Boeing was intending to launch its New Midsize Airplane no earlier than 2027, affording Airbus opportunities with the 95 operators of the A330ceo. Long-haul low-cost carriers were a target for high density nine-abreast layouts for 386 seats over 6,000-6,500 nmi (11,100-12,000 km; 6,900-7,500 mi) at the 251 t (553,000 lb) MTOW, 500 nmi (930 km; 580 mi) more than a similarly loaded 787-8 and with up to 30 more seats.
Production of the -800 beyond the prototype was in doubt, as Hawaiian was choosing between the Airbus A350-900 and the Boeing 787-8/9. In February 2018, Hawaiian was thought to be cancelling its order for six A330-800s, replacing them with Boeing 787-9s priced at less than $100-115m, close to their production cost of $80-90m, while Boeing Capital released Hawaiian from three 767-300ER leases well in advance. Hawaiian denied that the order for the A330-800 had been cancelled, but did not dismiss a new deal with Boeing. In March 2018, Hawaiian confirmed the cancellation of its order for six A330-800s and ordered ten B787-9s instead. Airbus says it was "simply undercut in price".
In July 2018, a new memorandum of understanding from Uganda Airlines for two -800s revived interest in the shorter variant. A firm order from Kuwait Airways for eight A330-800s followed in October 2018, making it the largest customer of the type; it was subsequently confirmed that Kuwait Airways would be the launch customer for the -800, with certification expected in mid-2019 and first deliveries in the first half of 2020. On 8 April 2019, Uganda National Airlines Company firmed up its order for two -800s.
Compared to the competing 787-8 with similar engines, the A330-800 has a 1% fuel-per-trip disadvantage (-5% for being heavier but +4% for the longer wingspan) but consumes 4% less fuel per seat with 13 more seats in an eight-abreast configuration, and 8% less with 27 more seats at nine-abreast with 17 in (43 cm) wide seats and aisles: the -800 is longer by 4 rows or 2.5 m (130 in).
Airbus could limit its MTOW to 200 t (440,000 lb) and derate its engines to 68,000 lbf (300,000 N) to optimise for the shorter routes to be targeted by the Boeing NMA, with the A321XLR tackling the lower end of the same niche.
The A330-800 received EASA type certification on 13 February 2020. The first aircraft, configured with 226 seats including 23 in business class, was to be delivered to Kuwait Airways in March, but the airline postponed delivery until the third quarter of 2020 amid the COVID-19 pandemic. On 29 October, the first two A330-800s were delivered to Kuwait Airways; the airline has six more -800s on order. The A330-800 then operated its first revenue flight on 20 November, flying the short distance between Kuwait and Dubai. Uganda Airlines received their first A330-800 on 21 December, with the second unit expected in January 2021.
Air Greenland took delivery of its only A330-800, named Tuukkaq, on 6 December 2022 and entered service on 19 December 2022 as a replacement for the Airbus A330-200.
As of March 2024, there are seven A330-800s in revenue service with three operators, where Kuwait Airways is the largest operator with four aircraft in its fleet.
A330-900
The A330-900 retains the fuselage length of the A330-300 and the similarly sized four-engined A340-300. Cabin optimisation allows ten additional seats on the A330-900 (310 passengers) with 18-inch-wide economy seats. The -900 should travel 6,550 nmi (12,130 km; 7,540 mi) with 287 passengers (440 max).
Delta expects a 20 percent reduction in operating cost per seat over the Boeing 767-300ER aircraft it replaces.
Further reconfiguration of cabin facilities enables the -900 to seat up to 460 passengers in an all-economy layout. This exceeds the existing 440-seat maximum exit limit allowed by the type certificate, and requires a modification of the Type-A exit doors to meet emergency exit requirements. In November 2019, maximum accommodation increased to 460 seats, through the installation of new 'Type-A+' exits, with a dual-lane evacuation slide.
Freighter
Amazon Air and UPS Airlines pushed for a freighter version, stretching the A330-900 to carry more cargo over a shorter range, but retired 767s and A330s provide a lot of conversion potential. Development costs for the proposed freighter would be lower than for a new program, as much of the engineering has already been done for the A330-200F.
Operators
There are 129 aircraft in service with 22 operators as of April 2024. The five largest operators of A330neo are Delta Air Lines (27), TAP Air Portugal (19), Condor (15), ITA Airways (9) and Cebu Pacific (8).
On 11 April 2023, Airbus delivered the 100th A330neo, an A330-900, to German charter airline Condor Flugdienst GmbH, which would lease it from AerCap. To date, the A330neo Family has flown in the liveries of 22 airlines on over 200 routes and destinations worldwide.
List of operators
Operator - Introduction into service - -800 - -900 - A330neo
Air Belgium [i] - 15 October 2021 - _ - (2) - (2)
Aircalin - 30 July 2019 - _ - 2 - 2
Air Greenland - 19 December 2022 - 1 - _ - 1
Air Mauritius - 18 April 2019 - _ - 2 - 2
Air Senegal - 8 March 2019 - _ - 1 - 1
Azul Brazilian Airlines - 13 May 2019 - _ - 5 - 5
Cebu Pacific - 15 December 2021 - _ - 8 - 8
Citilink - 26 January 2020 - _ - 2 - 2
Condor - 27 December 2022 - _ - 15 - 15
Corsair International - 31 March 2021 - _ - 6 - 6
Delta Air Lines - 24 May 2019 - _ - 27 - 27
Garuda Indonesia - 18 November 2019 - _ - 3 - 3
ITA Airways - 7 June 2023 - _ - 9 - 9
Airhub Airlines - 3 September 2019 - _ - 1 - 1 [ii]
Kuwait Airways - 29 October 2020 - 4 - _ - 4
Lion Air - 19 July 2019 - _ - 8 - 8
Orbest - 7 August 2020 - _ - 1 - 1
Starlux - 1 June 2022 - _ - 4 - 4
Sunclass - 12 December 2022 - _ - 2 - 2
TAP Air Portugal - 26 November 2018 - _ - 19 - 19
Thai AirAsia X - 9 August 2019 - _ - 2 - 2
Uganda Airlines - 21 December 2020 - 2 - _ - 2
Undisclosed - N/A - _ - 1 - 1
Virgin Atlantic - 27 October 2022 - _ - 4 - 4
Total - 7 - 122 - 129

Orders and deliveries

Orders and deliveries by type and year

Orders and deliveries by type (summary)
Type - Orders - Deliveries - Backlog
A330-800 - 12 - 7 - 5
A330-900 - 287 - 122 - 165
A330neo family - 299 - 129 - 170

Orders and deliveries by year (distributive)
_ - _ - 2014 - 2015 - 2016 - 2017 - 2018 - 2019 - 2020 - 2021 - 2022 - 2023 - 2024 - Total
Orders - A330-800 - 10 - _ - _ - -4 - 2 - 6 - 1 - _ - -4 - 1 - _ - 12
_ - A330-900 - 110 - 52 - 42 - 10 - 16 - 93 - -7 - 22 - -51 - 7 - -7 - 287
_ - A330neo family - 120 - 52 - 42 - 6 - 18 - 99 - -6 - 22 - -55 - 8 - -7 - 299
Deliveries - A330-800 - _ - _ - _ - _ - _ - _ - 3 - 1 - 1 - 2 - _ - 7
_ - A330-900 - _ - _ - _ - _ - 3 - 41 - 10 - 11 - 22 - 27 - 8 - 122
_ - A330neo family - _ - _ - _ - _ - 3 - 41 - 13 - 12 - 23 - 29 - 8 - 129

Orders and deliveries by customer

A330neo family orders and deliveries by customer
Initial date - Customer - Orders (-800 - -900 - Total) - Deliveries (-800 - -900 - Total)
17 Jul 2014 - MG Aviation - _ - 2 - 2 - _ - 2 - 2
21 Nov 2014 - Delta Air Lines [iii] - _ - 37 - 37 - _ - 25 - 25
30 Nov 2014 - CIT Group - _ - 35 - 35 - _ - 16 - 16
15 Dec 2014 - AirAsia X - _ - 15 - 15 - _ - _ - _
23 Dec 2014 - Avolon - _ - 29 - 29 - _ - 6 - 6
9 Mar 2015 - Air Lease Corporation - _ - 31 - 31 - _ - 24 - 24
13 Nov 2015 - TAP Air Portugal [iv] - _ - 12 - 12 - _ - 10 - 10
28 Jan 2016 - Garuda Indonesia - 4 - 12 - 16 - _ - 3 - 3
5 Sep 2017 - Aircalin - _ - 2 - 2 - _ - 2 - 2
15 Dec 2017 - BOC Aviation - _ - 6 - 6 - _ - 6 - 6
19 Dec 2017 - Air Senegal - _ - 2 - 2 - _ - 2 - 2
15 Oct 2018 - Kuwait Airways [v] - 4 - 7 - 11 - 4 - _ - 4
12 Dec 2018 - Middle East Airlines - _ - 4 - 4 - _ - _ - _
5 Apr 2019 - Uganda Airlines - 2 - _ - 2 - 2 - _ - 2
1 Jul 2019 - Virgin Atlantic - _ - 4 - 4 - _ - _ - _
19 July 2019 - Lion Air Group - _ - 2 - 2 - _ - 2 - 2
5 Nov 2019 - Cebu Pacific - _ - 16 - 16 - _ - 8 - 8
22 Nov 2019 - National Aviation Services (NAS) - _ - 12 - 12 - _ - 6 - 6
18 Dec 2020 - Air Greenland - 1 - _ - 1 - 1 - _ - 1
3 Aug 2021 - Condor - _ - 10 - 10 - _ - 6 - 6
1 Dec 2021 - ITA Airways - _ - 10 - 10 - _ - 4 - 4
20 Sep 2022 - Air Côte d'Ivoire - _ - 2 - 2 - _ - _ - _
4 Nov 2022 - Azul - _ - 7 - 7 - _ - _ - _
20 Apr 2023 - Governments; Executive And Private Jets - 1 - _ - 1 - _ - _ - _
1 Jun 2023 - Air Algérie - _ - 5 - 5 - _ - _ - _
21 Feb 2024 - Starlux Airlines - _ - 3 - 3 - _ - _ - _
22 Feb 2024 - VietJet Air [vi] - _ - _ - _ - _ - _ - _
Undisclosed - _ - 22 - 22 - _ - _ - _
Total - 12 - 287 - 299 - 7 - 122 - 129

Market
Third party analysis for a 3,350 nmi (6,200 km; 3,860 mi) transatlantic flight shows that the 787-9 has a slight advantage over the A330-900 in cash cost per available seat miles, while the Airbus outperforms the Boeing once capital costs are included, based on the A330-900 cost an estimated $10.6m less. They have close economics but the A330neo costs up to $30m less, according to another publication. An A330-900 is worth $115 million in 2018, while a new B787-9 valuation is $145 million, up from $135 million in 2014, but it may have been sold for $110-15 million to prevent A330neo sales.
Between the 2004 launch of the Dreamliner and the A330neo launch in 2014, the market was split almost equally between both, with between 900 and 920 A330ceos sold against 950 to 1,000 787-8/9s. Between 2014 and the neo first flight in October 2017, the A330/A330neo had 440 orders (excluding freighters) compared to 272 for the 787-8/9 (excluding the -10), or since the 787 launch, 1211 A330ceo/neos compared to 1106 787-8/9s. Teal Group's Richard Aboulafia believes that the A330neo should dominate the lower range and lower capacity end of the twin aisle market because the 787-8 has the high operating economics and unit price associated with its 8,000-nm range.
Flightglobal Ascend Consultancy forecast 600 deliveries including 10% of -800 variants, less optimistic than Airbus' 1,000. At entry into service in 2018, sales were disappointing and A330 production was to be cut to 50 in 2019 down from 67 in 2017: while it was the widebody with the largest operator base with 1,390 deliveries since 1993, the fleet was still very young with only 46 aircraft retired. Airbus believed A330 operators would start fleet renewal beginning in 2020. With the exception of Delta, industry-leading airlines preferred the Boeing 787.
Between January 2014 and November 2019, the A330/A330neo had 477 net orders (net of cancellations) compared to a total of 407 for all three variants of the 787. The A330neo program was the best-selling Airbus widebody over the same period. Airbus believes there is potential for the A330neo in the growing long-haul, low-cost carrier sector. While Airbus expected a market for over 1,000 A330neos, one pessimistic forecast reported in 2018 came in as low as 400 sales, in that the A330neo was late to the market and fuel prices had declined markedly over the years, reducing demand. 19% of A330 operators are already 787 customers though some A330 operators have been dual sourcing from both Boeing and Airbus. Leeham News, on the one hand considered the A330-800 does not really cover the upper end of New Midsize Airplane studied by Boeing for some years, on the other hand stated that the A330-800 provides Airbus a cost-effective entry to the upper end of the middle of the market. In May 2019, Airbus's chief commercial officer made clear the company has a “rock”, the A321neo, and a “hard place”, the A330-800, for any airframer intending to bring a new airplane into the middle of the market at a time when Boeing was mired in the 737 MAX crisis.
Compared to a 283-seat, 9-abreast 787-9, Airbus claims a 1% lower fuel burn for the -900: 3% higher due to the 4-5 t (8,800-11,000 lb) higher OEW, but 4% lower due to the 4 m (13 ft) wider wingspan, and 3% lower fuel burn per seat in a 287-seat, 8-abreast configuration, reaching 7% with a 303-seat, 9-abreast layout.

Specifications

Airbus A330-800 and A330-900
_ - A330-800 - A330-900
Cockpit crew - Two (A330-800 - A330-900)
3-class seating - 220-260 - 260-300
Maximum seating - 406 - 460
Seat width - 8-abreast economy: 18 in (46 cm) (A330-800 - A330-900)
Cabin width - 5.26 m (17 ft 3 in) (A330-800 - A330-900)
Hold - 132.4 m3 (4,680 cu ft) - 158.4 m3 (5,590 cu ft)
Cargo capacity - 27 LD3 or 8 pallets + 3 LD3 - 33 LD3 or 9 pallets + 5 LD3
Length - 58.82 m (193.0 ft) - 63.66 m (208.9 ft)
Height - 17.39 m (57.1 ft) - 16.79 m (55.1 ft)
Wing - 11 AR, 64 m (210 ft) span, 372 m2 (4,000 sq ft) area (A330-800 - A330-900)
MTOW - 251 t (553,000 lb) (A330-800 - A330-900)
Max. payload - 44 t (97,000 lb) - 46 t (101,000 lb)
OEW - 132 t (291,000 lb) [a] - 135-137 t (298,000-302,000 lb) [b]
Fuel capacity - 139,090 L (36,740 US gal; 30,600 imp gal), 111,272 kg (245,313 lb) (A330-800 - A330-900)
Maximum speed - Mach 0.86 (496 kn; 918 km/h; 571 mph) (A330-800 - A330-900)
Range - 8,150 nmi (15,094 km; 9,380 mi) - 7,200 nmi (13,334 km; 8,300 mi)
Ceiling - 41,450 ft (12,634 m) (A330-800 - A330-900)
Engine (×2) - Rolls-Royce Trent 7000-72 (A330-800 - A330-900)
Thrust (×2) - 324.0 kN (72,834 lbf) (takeoff) (A330-800 - A330-900)

a) proposed to United with 252 seats (51 first and business, 56 extra-legroom economy and 145 economy)
b) proposed to United with 303 seats (57 first and business, 32 extra-legroom economy and 214 economy)

Aircraft model designations
Model - Certification Date - Engines
A330-841 - 13 February 2020 - Rolls-Royce Trent 7000-72
A330-941 - 28 January 2019 - Rolls-Royce Trent 7000-72

ICAO aircraft type designators
Designation - Type
A338 - Airbus A330-800
A339 - Airbus A330-900

Related development
Airbus A330
Airbus A350 XWB

Aircraft of comparable role, configuration, and era
Boeing 787 Dreamliner
Comac C929

Notes
i) () : recorded in the deliveries but excluded in the operators list of Airbus O&D
ii) CS-TKY is operated by Hi Fly; A second aircraft, 9H-SZN, is operated for Air Senegal via Hi Fly Malta
iii) Launch customer of A330-900 variant
iv) Launch operator of A330-900 variant
v) Launch customer of A330-800 variant
vi) MOU signed for 20 units

First flight of the A330neo prototype in the Airbus livery
The initial A350 concept, based on the A330ceo, before its redesign into the all-new A350XWB, was similar to what became the A330neo
The Rolls-Royce Trent 7000 being tested at Arnold Engineering Development Complex
TAP Air Portugal interior mockup at ITB Berlin 2017
The first flight crew
Corsair International took delivery of the first 251t Airbus A330-900 on 31 March 2021
The A350-inspired sharklets
The Trent 7000 on-wing
The A330-800 was introduced by Kuwait Airways on 20 November 2020
The -900 retains the A330-300 fuselage
Cebu Pacific operates the world's densest seating configuration of an A330neo, at 459 seats in an all-economy configuration
An A330-200 from Qantas in front of a Boeing 787-8 from Jetstar while on takeoff roll

Airbus A330 MRTT

A330 MRTT / KC-30A Voyager
Role - Multi-role tanker/transport
Manufacturer - Airbus Defence and Space
First flight - 15 June 2007
Introduction - 1 June 2011
Status - In service
Primary users - Royal Air Force / French Air and Space Force / Royal Netherlands Air Force
Produced - 2007-present
Number built - 59 as of 31 January 2024
Developed from - Airbus A330
Variants - Airbus CC-330 Husky / EADS/Northrop Grumman KC-45

The Airbus A330 Multi Role Tanker Transport (MRTT) is a European aerial refuelling and military transport aircraft based on the civilian Airbus A330. A total of 16 countries have placed firm orders for approximately 68 aircraft, of which 51 had been delivered by 30 November 2020. A version of the A330 MRTT, the EADS/Northrop Grumman KC-45, was selected by the United States Air Force for its aerial tanker replacement programme, but the programme was cancelled.
Design and development
The Airbus A330 MRTT is a military derivative of the A330-200 airliner. It is designed as a dual-role air-to-air refuelling and transport aircraft. For air-to-air refuelling missions, the A330 MRTT can be equipped with a combination of any of the following systems:
- Refuelling other aircraft
- Airbus Military Aerial Refuelling Boom System (ARBS) for receptacle-equipped receiver aircraft
- Cobham 905E under-wing refuelling pods for probe-equipped receiver aircraft
- Cobham 805E Fuselage Refuelling Unit (FRU) for probe-equipped receiver aircraft
- Being refuelled
- Universal Aerial Refuelling Receptacle Slipway Installation (UARRSI) for self in-flight refuelling
The A330 MRTT has a maximum fuel capacity of 111,000 kg (245,000 lb) without the use of additional fuel tanks, leaving space for 45,000 kg (99,000 lb) of additional cargo. The A330 MRTT's wing has common structure with the four-engine A340-200/-300 with reinforced mounting locations and provision for fuel piping for the A340's outboard engines. The A330 MRTT's wing therefore requires little modification to use these hardpoints for the wing refuelling pods.
The A330 MRTT cabin can be modified to carry up to 380 passengers in a single-class configuration, allowing a complete range of configurations from maximised troop transport to complex customisation suitable for VIP and guest missions. Available configurations include 300 passengers in a single class and 266 passengers in two classes. The A330 MRTT can also be configured to perform Medical Evacuation (Medevac) missions; up to 130 standard stretchers can be carried. The main deck cargo configuration allows carriage of standard commercial containers and pallets, military, ISO and NATO pallets (including seats) and containers, and military equipment and other large items which are loaded through a cargo door. Like the A330-200, the A330 MRTT includes two lower deck cargo compartments (forward and aft) and a bulk area capability. The cargo hold has been modified to be able to transport up to eight military pallets in addition to civilian unit load devices (ULDs).
An optional crew rest compartment (CRC) can be installed in the forward cabin, accommodating a spare crew to increase time available for a mission. The passenger cabin of the A330 MRTT can be provided with a set of removable airstairs to enable embarkation and disembarkation when jet bridges or ground support equipment are not available.
Standard commercial A330-200s are delivered from Airbus's Final Assembly Line in Toulouse, France to the Airbus Military Conversion Centre in Getafe, Spain for fitting of refuelling systems and military avionics. The tanker was certified by Spanish authorities in October 2010. The first delivered aircraft (the third to be converted) arrived in Australia on 30 May 2011 and was formally handed over to the Royal Australian Air Force (RAAF) two days later on 1 June.
On 30 September 2016, Airbus Defence and Space completed the first flight of the new standard A330 MRTT. The new standard features structural modifications, aerodynamic improvements for a 1% fuel-burn reduction, upgraded avionics computers, and enhanced military systems. The first delivery was planned for 2018.
An Airbus/Saab team proposed an A330-based Airborne early warning and control (AEW&C) ("AWACS") variant with Saab's Erieye radar to the UK's Ministry of Defence in 2018 for the replacement of its Boeing E-3 Sentry fleet.
The boom operators sit at a video console using the Boom Enhanced Vision System. It uses a 3D camera vision system for day and night vision and ergonomics are significantly improved compared to operating in a prone position.
A330neo variant
In November 2023, Airbus began derisking studies for an updated MRTT based on the A330neo, noting that A330-200 production ended in 2018 and very few airframes remain available for MRTT use. In particular, the company is studying the feasibility of fitting the pods for the probe-and-drogue refuelling system onto the A330neo's new wing.
Operational history
The A330 MRTT has been ordered by Australia, France, the United Kingdom, the United Arab Emirates, Saudi Arabia, Singapore, South Korea, Canada, and by NATO in a multi-nation deal. Australia was the launch customer for the A330 MRTT.
Australia
Designated as KC-30A, the RAAF A330 MRTTs are equipped with both an Aerial Refuelling Boom System (ARBS) and two Cobham 905E under-wing refuelling pods. They are powered by two General Electric CF6-80E1A3 engines and are configured to carry up to 270 passengers plus 34,000 kilograms of cargo. Australia initially arranged to procure four MRTTs with an option to obtain a fifth; this option for a fifth was exercised to allow for two simultaneous deployments of two aircraft, the fifth being for contingency coverage. Australian KC-30As are operated by No. 33 Squadron RAAF, based at RAAF Base Amberley near Brisbane in Queensland.
In 2005, the RAAF expected deliveries to begin in 2008 and end in 2010. Deliveries fell two years behind schedule, partly due to boom development issues. On 30 May 2011, KC-30A RAAF serial A39-003, the third converted A330, arrived at RAAF Base Amberley and was formally handed over on 1 June 2011, thus becoming the first MRTT to be delivered to an end user. The second, A39-002, was handed over on 22 June 2011. On 3 December 2012, the fifth KC-30A was delivered to the RAAF. While the first conversion was performed in Spain, Qantas Defence Services converted the other four RAAF A330-200s at its Brisbane airport facility on behalf of EADS. In July 2013, there were reportedly delays to the KC-30A's full service entry due to refuelling issues, such as the hose-and-drogue system passing too much fuel.
In August 2013, the KC-30A made its debut as a VIP transport, ferrying Prime Minister Kevin Rudd and an entourage to Al Minhad Air Base in the United Arab Emirates. In August 2014, Defence Minister David Johnston announced the country's intention to buy two more KC-30As, one with a VIP layout for the Prime Minister's use. In July 2015, Defence Minister Kevin Andrews announced the order of two additional KC-30s, to be converted from A330-200s previously operated by Qantas, for delivery in 2018. In 2016, the decision was made to add a modest VIP fitout, including seating, meeting spaces and communication facilities, to a single KC-30A, which remains primarily used as a tanker. The 2016 Defence White Paper noted a possible rise in the fleet's size, to nine, to support new RAAF aircraft such as the Boeing P-8A Poseidon.
On 22 September 2014, the RAAF deployed an Air Task Group, including F/A-18F Super Hornets, a KC-30A and a Boeing E-7A Wedgetail AEW&C aircraft, to Al Minhad Air Base in the United Arab Emirates, as part of a coalition to combat Islamic State forces in Iraq. The KC-30A started operations days after arriving in the UAE, refuelling coalition aircraft over Iraq. On 6 October 2014, the RAAF conducted its first combat missions over Iraq via two Super Hornets, supported by the KC-30A.
In December 2016, an RAAF KC-30A conducted air-to-air refuelling trials with a USAF B-1B bomber.
The Australian Defence Magazine reported in July 2023 that the Australian Government was expected to announce an order for two additional KC-30As to increase the RAAF's fleet of the type to nine.
United Kingdom
In January 2004, the UK Ministry of Defence announced the selection of an A330 MRTT variant to provide tanking for the RAF for the next 30 years under the Future Strategic Tanker Aircraft (FSTA) programme, replacing the RAF's TriStar and VC10 tankers. The Ministry of Defence entered negotiations with the EADS-led AirTanker consortium. On 27 March 2008, a deal was signed to lease 14 MRTTs under a private finance initiative arrangement with AirTanker, with the first to enter service in 2011. The service's annual cost, including military personnel costs is around £450 million for a delivery of 18,000 flying hours a rate of approximately £25,000 per hour. There are two versions, designated Voyager KC.Mk 2 and Voyager KC.Mk 3; the former is fitted with two Cobham 905E under-wing refuelling pods, the latter with a Cobham 805E Fuselage Refuelling Unit (FRU) in addition to the under-wing pods; none are fitted with the Aerial Refuelling Boom System (ARBS). All Voyagers are powered by a pair of Rolls-Royce Trent 772B-60 engines.
By May 2014, nine aircraft had been delivered, completing the core fleet. Further deliveries were for a "surge capability", available to the RAF when needed, but otherwise available to AirTanker for "release to the civil market, less its military equipment or to partner nations in a military capacity with the MoD's agreement". By 14 March 2016, all 14 Voyagers had been delivered. In November 2015, it was announced that a Voyager would be refitted to carry government ministers and members of the Royal Family on official visits. The refit cost £10m but was claimed to save roughly £775,000 annually compared to charter flights. ZZ336 is fitted with 158 seats (100 standard seats at the rear and 58 VIP seats at the front) and is known as Vespina. It entered service on 6 May 2016, the then Prime Minister David Cameron made his first flight on it to attend the 2016 Warsaw NATO summit. In June 2020, ZZ336 received a new livery based on the colours of the Union Flag at the request of the British Prime Minister Boris Johnson. Although undertaken as a part of routine maintenance, the new livery's cost was stated to be approximately £900,000.
Because the RAF's Voyagers are only capable of probe-and-drogue refuelling, they are unable to refuel current or future RAF aircraft that are fitted solely for flying boom refuelling, including the Boeing RC-135, Boeing C-17 Globemaster III, Boeing 737 AEW&C and Boeing P-8 Poseidon. In April 2016, the RAF stated its interest in fitting a boom to some Voyagers, bringing its fleet into line with other MRTT operators. Fitting a boom would add flexibility to the RAF Voyagers, not only allowing operation with those types in the RAF not fitted for probe and drogue but for other air forces that operate boom-refuelled aircraft.
On 18 November 2022, an RAF Voyager completed the world-first 100% sustainable fuel military transporter flight; part of the RAF's plan to become net-zero by 2040.
United Arab Emirates
In 2007, the United Arab Emirates announced it had signed a memorandum of understanding with Airbus to purchase three A330 MRTTs. A contract was signed with the UAE in February 2008. The first UAE A330 MRTT was delivered on 6 February 2013. The remaining two were delivered by 6 August 2013. The UAE tankers are equipped with both an ARBS and two Cobham 905E under-wing refuelling pods; these ARBS units include a secondary boom hoist developed for the UAE. This system permits the boom to be retracted, even in the event of a primary boom retraction system failure. The UAE tankers are fitted with Rolls-Royce Trent 700 engines. On 14 November 2021, UAE ordered two additional MRTTs.
Saudi Arabia
Saudi Arabia finalised an agreement to purchase three A330 MRTTs equipped with both an Aerial Refuelling Boom System (ARBS) and two Cobham 905E under-wing refuelling pods on 3 January 2008. In July 2009, it was announced that Saudi Arabia ordered three additional MRTTs. The Royal Saudi Air Force (RSAF) chose General Electric CF6-80 engines to power its A330 MRTTs.
On 25 February 2013, the first Saudi MRTT entered operational use. Three more MRTTs were ordered in a follow-on contract; delivery was expected in late 2014. By 31 August 2013, three had been delivered.
Singapore
In February 2012, Singapore expressed interest in the A330 MRTT to replace its four Boeing KC-135s. In February 2014, the Republic of Singapore Air Force (RSAF) selected the MRTT over the Boeing KC-46, signing for six aircraft. All are fitted with Trent 772B engines and configured for a maximum capacity of 266 passengers or 37,000 kilograms (82,000 lb) of cargo, as well as a maximum fuel weight of 111,000 kilograms (245,000 lb).
The first MRTT arrived in Singapore on 14 August 2018 in a special livery. It made its first public appearance at the RSAF's 50th anniversary parade on 1 September 2018. The RSAF's six MRTTs attained full operational capability (FOC) on 20 April 2021 and currently fly with the 112 Squadron at Changi Air Base (East) in Singapore.
South Korea
On 30 June 2015, South Korea selected the A330 MRTT; the Republic of Korea Air Force (ROKAF) planned to induct four aerial refuelling tankers by 2020. The first MRTT was delivered on 12 November 2018, after a ferry flight from Airbus's final assembly line in Getafe, Spain to South Korea, piloted by a joint Airbus and ROKAF crew. South Korea received its second MRTT in March 2019 and the third in July 2019. These aircraft are powered by Rolls-Royce Trent 700 engines.
The aircraft is designated KC-330 Cygnus (ko). The ROKAF held a contest among their service members and chose the name 'Cygnus' after holding a deliberation committee session in November 2018 - January 2019 and few years later, one of the winners' confession revealed that he thought the name Empress Cygnus, which is a character in the online game. However, the condition of the contest was that only names related to space or birds (excluding birds of prey) would be accepted, but since the name of MapleStory's Cygnus is taken from the constellation Cygnus, that claim is not entirely wrong.
It extends the endurance of ROKAF aircraft over remote areas such as Dokdo, Ieodo, and the North Pyongyang-Wonsan Line, as well as increase its ability to deploy overseas for international operations.
It is not only aerial refueling, but also serves as a transport aircraft for the deployment of personnel, such as repatriation of remains from the Korean War, replacement of overseas troops, transfer of South Korean Iraqi residents due to COVID-19, transportation of Janssen vaccines, participated in Operation Oasis, which transfer of Cheonghae Unit members of the Munmu the Great when they contracted COVID-19, repatriation of General Hong Beom-do's remains and return to South Korea, participated in Operation Miracle, which transported cooperative Afghans, sent to import Diesel exhaust fluid from Australia to ease a supply shortage of the key material used in diesel vehicles, sent relief supplies and personnel to Turkey when the Turkey-Syria earthquake occurred, supported Operation Promise, which allowed Koreans to escape when the Sudanese war broke out, and helped fight Canadian wildfires so Canadian Prime Minister Justin Trudeau made a surprise visit to thank them for this, and the transportation of South Korean residents and travelers, 51 Japanese, and 6 Singaporeans in Israel due to the Israel-Hamas war.
France
In November 2011, France expressed interest in acquiring 14 A330 MRTTs to replace its Boeing KC-135 tankers and Airbus A340 and A310 transports; one year later, it was announced that 14 would be ordered in 2013. In May 2013, Airbus made an offer for 12 to 14 A330 MRTTs to France. On 20 February 2014, the French Chief of Staff stated that 12 A330 MRTTs would be acquired in two batches, an initial standard configuration with a boom and wing refuelling pods and later with a cargo door and SATCOM. On 15 December 2015, France ordered eight MRTTs, constituting the second tranche of a multi-year contract for 12 MRTTs, worth ˆ3 billion ($3.3 billion), signed by the French Ministry of Defence in November 2014. Initial deliveries were expected in 2018, with further handovers of one or two per year until 2025.
In September 2018, the Direction générale de l'armement (DGA) announced plans to speed up delivery of the MRTT Phénix, as it is known in French service, by two years, planning for the last of 12 aircraft to be delivered in 2023 rather than 2025. In addition, the DGA stated that the fleet would be later increased to 15 aircraft. Later in September, the French Air Force received the first MRTT as per the existing timetable. On 13 December 2018, France ordered another three MRTTs of a third tranche of the multi-year contract; these are powered by Rolls-Royce Trent 700 engines and equipped with the ARBS and underwing hose-and-drogue refuelling pods.
Multinational Multi-Role Tanker Transport Fleet
In November 2011, the European Defence Agency (EDA) Steering Board and European Defence Ministers endorsed air-to-air refuelling (AAR) as one of the initial Pooling and Sharing initiatives after recognising the need for a greater AAR capability as it was heavily reliant on US Air Force tankers. In November 2012, the Ministers of Defence of 10 EDA member states (the Netherlands, Belgium, France, Greece, Spain, Hungary, Luxembourg, Poland, Portugal and Norway) signed a letter of intent to jointly procure a multi-role tanker transport. The Netherlands was designated leader of the newly launched Multinational Multi-Role Tanker Transport Fleet (MMF) project, which had the aim of creating an initial European AAR capability by 2020. In 2013, the Netherlands expressed interest in the A330 MRTT to replace its two KDC-10 aircraft; a study was launched on standardising European AAR capability in cooperation with other MFF members.
In December 2014, following a request for information, the bulk of the MMF member states entered negotiations with Airbus to procure a MRTT fleet to be owned by NATO while the Organisation for Joint Armament Cooperation (OCCAR) and the NATO Support and Procurement Agency (NSPA) would support the procurement process. This was accompanied by a request for proposals sent by OCCAR to Airbus for two MRTTs with options for six more; only the Netherlands and Luxembourg were full MMF members at this point. It was decided to base these MRTTs at Eindhoven Air Base, which has noise clearance to operate up to eight MRTTs. In July 2016, the Netherlands and Luxembourg jointly ordered the first two MRTTs under the MMF programme, the first scheduled for delivery by 2020. In June 2017, Germany and Norway became MMF members, pledging to order five more MRTTs plus options for a further four. On 26 September 2017, Airbus announced receipt of OCCAR's firm order for five additional MRTTs.
The Belgian Ministry of Defence stated the intent to buy one MRTT in a 2015 defence plan. The Belgian government investigated the ˆ840 million plan, as well as the option of equipping Belgium's seven A400Ms with under-wing pods; a combined Belgian A330 MRTT and A400M fleet would cost up to ˆ1 billion. On 22 December 2017, Belgium signed a contract for one MRTT, to be based at Eindhoven Air Base, bringing the MMF to eight aircraft and officially joined the programme on 14 February 2018.
On 19 December 2017, NATO partnered with Israel's Elbit Systems to provide J-Music electronic countermeasures systems to the fleet. Having considered joining the initiative for some time, the Czech Republic joined as the sixth member during October 2019. In September 2020, Luxembourg committed to an extra 1,000 hours and to provide funding for a ninth MRTT via an existing contract option.
As of 2018, Sweden was reportedly considering joining the Multinational Multi-Role Tanker Transport Fleet programme.
Out of the total of ten aircraft currently on order, six will be based at Eindhoven Air Base in the Netherlands and four at Cologne Bonn Airport in Germany. On 30 June 2020, Airbus delivered the first MRTT. Aircraft six and seven were delivered on 26 and 28 July 2022 respectively. On 23 March 2023, the MMF was declared Initial Operational Capable during a ceremony at Eindhoven Air Base. Additionally, Belgium announced a ˆ265 million increase in the program's funding, after which a MoU contract was signed for a tenth MRTT by the Ministers of Defence of the Netherlands, Belgium, Luxembourg and Norway. Then the NSPA formally ordered an additional MRTT, increasing the MMF to 10 aircraft.
The Netherlands government organised multiple flights with the multinational pool planes in transport configuration to repatriate Dutch nationals from Israel after the initial attacks of the 2023 Israel-Hamas war disrupted commercial air traffic to Israel.
In the Danish Defense Planning published in 2023, the intention to join the MRTT initiative was mentioned by the Royal Danish Air Force.
Spain
Spain's Ministry of Defence stated that it was to acquire two A330 MRTT in 2016 to replace its ageing Boeing 707 tankers. In 2014, Spain's Secretary of State for Defence stated that negotiations had begun with Airbus about switching its excess order for 13 Airbus A400Ms to an undisclosed number of MRTTs. The Airbus Defence and Space commercial director said that although it was a difficult issue, the company would negotiate with Spain to reach an agreement. In September 2020, Spain agreed to buy from Iberia three A330s no longer needed due to the economic impact of the COVID-19 pandemic, then modify them to serve as a MRTT fleet. On 12 November 2021, Spain signed an order for three MRTTs from Airbus.
Brazil
On 28 January 2021, Brazilian President Jair Bolsonaro announced negotiations for two A330 MRTT for the Brazilian Air Force. On 13 May 2021, the Ministry of Defence released a statement authorizing the deal, reportedly from the RAF's active inventory. On 30 June 2021, the British military attaché for Brazil, Royal Navy Captain Mark Albon, confirmed the ongoing negotiations, conducted by the UK ambassador to Brazil and Ministry of Defence officials. On 27 January 2022, the Brazilian Air Force ended negotiations with the RAF and launched international bidding to buy two A330-200s on the civil market, estimated at US$81 million.
On 6 April 2022, Azul Brazilian Airlines was declared the supplier by the Ministry of Defence. The agreements with Airbus, conversion costs and delivery schedule were kept confidential. Conversion work into A330 MRTTs is to be carried out at Airbus's plant in Getafe, Spain. The aircraft are to be fitted with two Cobham 905E under-wing pods and a Cobham FRU-805E fuselage refuelling unit, and based at the Galeão Air Force Base in Rio de Janeiro. VIP transport is also a possibility, in order to replace the Airbus A319ACJ in presidential trips requiring intercontinental range. Both airplanes were designated C-330 prior to the tanker conversions; upon completion of the conversions, they will be redesignated KC-30.
Canada
In April 2021, Airbus was declared the only qualified supplier to replace Canada's RCAF CC-150 Polaris refuelling and VIP transport aircraft, beating out Boeing's KC-46 Pegasus. In July 2022, a $102M deal was finalised to acquire two used A330-200s from the International Airfinance Corporation for passenger/cargo-only use that is expected to be converted into MRTTs by Airbus in the future; it was anticipated that up to four more MRTTs will be acquired, for a total of six aircraft. This total was revised in July 2023 to nine, with the fleet being made up of five conversions and four newly manufactured MRTTs in a contract worth C$3.6 billion. The A330 MRTTs are designated CC-330 Husky by the RCAF, and the first passenger/cargo-only aircraft was delivered on 31 August 2023 in Ottawa.

Potential operators

Indonesia
In January 2018, Indonesian Air Force (TNI-AU) officials were reportedly studying both the A330 MRTT and Boeing KC-46 Pegasus tankers for a future modernisation programme, expected to take place after completion of the Airbus A400M Atlas programme. The TNI-AU was said to compare compatibility with its current aircraft; life-cycle costs; interoperability with current and future assets; and potential funding and technology transfer options with state-owned aircraft manufacturer Indonesian Aerospace. On September 5, 2023, the Indonesian Ministry of Defense stated that a number of defense equipment made by Airbus are in effective contract including the Airbus A330 MRTT.
India
The A330 MRTT and Ilyushin Il-78 competed for a tender floated in 2006 by the Indian Ministry of Defence (MoD) for six refuellers to extend the Indian Air Force's (IAF) operating radius. In May 2009, India chose the MRTT over the Il-78. However, in January 2010, the government cancelled the order, citing high cost as the reason, reportedly against the IAF's wishes. After rebidding, India selected Airbus as its "preferred vendor" in November 2012. In January 2013, India reportedly chose the MRTT as the "preferred bid". In 2016, Airbus said India's MoD had terminated the six-year-old US$2 billion tender for six MRTTs.
In January 2018, the IAF re-launched its aerial refuelling procurement programme, sending out a request for information (RFI) to Airbus, Boeing and Ilyushin. Both Airbus and Boeing responded to the RFI, while Ilyushin was disqualified as the requirement sought an aircraft with two turbofan engines. In 2017, India announced plans to purchase six airborne early warning and control (AEW&C) ("AWACS") aircraft that can also perform aerial refuelling, with the first two AEW&C aircraft awaiting approval by Cabinet in 2020. However, in September 2021, it was decided to use six Airbus A321s acquired from Air India instead.
United States
A consortium of Lockheed Martin and Airbus was proposing a variant called LMXT for the Bridge Tanker Competition referred to as KC-Y, which could lead to a contract to build up to 160 aircraft.
In October 2023, Lockheed Martin withdrew, leaving Airbus to make the bid alone.
Others
On 27 March 2014, Airbus announced that the Qatar Emiri Air Force intended to purchase two A330 MRTTs.
In May 2021, it was revealed that Egypt was considering the purchase of two A330 MRTTs as part of a Rafale fighter deal with France.

Failed bids

United States
The US Air Force (USAF) ran a procurement programme to replace around 100 of its oldest KC-135E Stratotankers, i.e., initially excluding the more common updated KC-135R variant. EADS offered the A330 MRTT. The Boeing KC-767 was selected in 2002; however the USAF cancelled the KC-767 order upon the uncovering of illegal manipulation and corrupt practices during the competition.
In 2006, the USAF released a new request for proposal (RFP) for a tanker aircraft, which was updated in January 2007, to the KC-X RFP, one of three acquisition programmes that are intended to replace the entire KC-135 fleet. The A330 MRTT was proposed again by EADS and Northrop Grumman as the KC-30. It again competed against the Boeing KC-767, a smaller and less expensive aircraft with less fuel and cargo capability. Northrop Grumman and EADS announced plans to assemble the aircraft at a new facility in Mobile, Alabama, which would also build A330 freighters. On 29 February 2008, the USAF announced the selection of the KC-30 as the KC-135 replacement, and was designated KC-45A. On 18 June 2008, the United States Government Accountability Office (GAO) upheld a protest by Boeing on the contract's award to Northrop Grumman and EADS over process improprieties. This left the status of the KC-45A in doubt, because the GAO decision required the USAF to rebid the contract.
On 24 September 2009, the USAF began the first steps in the new round of bids, with a clearer set of criteria. On 8 March 2010, Northrop Grumman withdrew from the bidding process, asserting that the new criteria were skewed in favour of Boeing's offering. On 20 April 2010, EADS announced it was re-entering the competition on a stand-alone basis and intended to enter a bid with the KC-45, still intending for Mobile to be the final assembly site. On 24 February 2011, the USAF announced that the development contract had been awarded to Boeing. William J. Lynn III, the deputy defence secretary, said Boeing was "the clear winner" under a formula that considered the bid prices, how well each tanker met needs and the operating costs over 40 years.

Variants

A330 MRTT
An Airbus A330-200 converted by Airbus Military for air-refuelling duties.
CC-330 Husky
Royal Canadian Air Force designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System.
KC-30A
Royal Australian Air Force designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System.
KC-45A
United States Air Force designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System, order cancelled.
KC-330 Cygnus
Republic of Korea Air Force designation for an A330 MRTT with or without two under-wing refuelling pods and an Aerial Refuelling Boom System.
Voyager KC2
Royal Air Force designation for an A330 MRTT with two Cobham 905 under-wing pods, primarily used for refuelling fast jets.
Voyager KC3
Royal Air Force designation for an A330 MRTT with two under-wing pods and a "Cobham Fuselage Refuelling Unit (FRU)" for a centreline refuelling capability, primarily used for refuelling large aircraft.
Operators
As of 31 January 2024, a total of 78 A330 MRTT had been ordered from Airbus Military. 59 have been delivered, including seven of the ten ordered by NATO's Multinational Multi-Role Tanker Transport Fleet (MMF).
1) Australia
- Royal Australian Air Force (RAAF) - 7 delivered, including two converted from second-hand airliners.
- No. 33 Squadron
2) Brazil
- Brazilian Air Force (FAB) - 2 former civilian aircraft ordered 2022 (order not listed in Airbus O&D report as of 31 January 2024).
3) Canada
- Royal Canadian Air Force - 9 ordered, consists of four new build and five conversion airframes. Eight aircraft will be configured as true multi-role tanker transports (in operational grey livery), while one aircraft will undergo VIP configuration (in white livery).
4) France
- French Air and Space Force (AAE) - 15 aircraft ordered with 12 delivered.
5) Netherlands
- Royal Netherlands Air Force - 10 aircraft ordered with 7 delivered for NATO MRTT Squadron. All aircraft are registered as Dutch military aircraft; participating air forces are: Belgium, Czech Republic, Germany, Luxembourg, Norway and the Netherlands.
6) Saudi Arabia
- Royal Saudi Air Force (RSaudAF) - 6 delivered.
- No. 24 Squadron
7) Singapore
- Republic of Singapore Air Force (RSAF) - 6 delivered.
- No.112 Squadron
8) South Korea
- Republic of Korea Air Force (ROKAF) - 4 delivered.
- 5th Air Mobility Wing
9) Spain
- Spanish Air and Space Force (SASF) - 3 aircraft ordered.
10) United Arab Emirates
- United Arab Emirates Air Force (UAEAF) - 3 delivered and 2 on order.
- Air Refuelling Squadron
11) United Kingdom
- Royal Air Force (RAF) - 14 delivered (seven KC2s, five KC3s, and two fitted out as KC3s). Aircraft owned by AirTanker Services (commonly known as AirTanker) which operates or wet-leases out aircraft not required by RAF tasking.
- No. 10 Squadron, at RAF Brize Norton, Oxfordshire
- No. 101 Squadron, at RAF Brize Norton, Oxfordshire
- No. 1312 Flight, at RAF Mount Pleasant, Falkland Islands - 1 x Voyager KC2
Accidents and incidents
On 19 January 2011, an air refuelling accident occurred between a boom-equipped A330 MRTT and a Portuguese Air Force General Dynamics F-16 Fighting Falcon over the Atlantic Ocean off the coast of Portugal. Early reports indicated that the boom broke off at the aft end of the boom near the F-16's receptacle, causing the boom to recoil into the MRTT's underside. The boom then became uncontrollable and oscillated until it broke off the boom assembly at the pivot point. Both aircraft were damaged but landed safely. The A330 MRTT involved was an Airbus test aircraft destined for the RAAF, operated by an Airbus crew. At the time of the incident, Airbus had not yet begun deliveries.
On 10 September 2012, an A330 MRTT's refuelling boom detached in flight at an altitude of 27,000 ft (8,200 m) in Spanish airspace. The boom separated cleanly at a mechanical joint and fell to the ground, while the tanker landed safely in Getafe without any injuries. The fault was attributed to a conflict between the backup boom hoist (fitted to the UAE-destined MRTTs) and the primary boom retraction mechanism, as well as to the test conducted. Airbus later explained that the malfunction was not possible under ordinary operating conditions, and that procedures had been implemented to avoid similar incidents in the future. Following the incident, the Instituto Nacional de Técnica Aeroespacial, Spain's airworthiness authority, issued precautionary restrictions to other users of boom-equipped A330s.
On 9 February 2014, a Royal Air Force A330 MRTT Voyager carrying 189 passengers and nine crew from RAF Brize Norton to Camp Bastion suddenly lost 4,440 ft (1,350 m) of altitude in 27 seconds and reaching a maximum descent rate of 15,000 ft/min (4,600 m/min) while the co-pilot was out of the cockpit. The sudden descent caused several injuries to passengers and crew, some of whom struck the ceiling of the aircraft. The co-pilot returned to the cockpit, regained control, and the aircraft diverted to Incirlik Air Base and landed without further incident. The incident resulted in the grounding of the entire RAF Voyager fleet for 12 days until it was determined that the event was caused by the captain's improperly stowed DSLR camera being jammed between the captain's armrest and the side-stick, forcing the stick forward when the captain adjusted his seat forward.
Specifications
(Data from - A330 MRTT, KC-30, Airbus A330)
General characteristics
Crew: 3: 2 pilots, 1 AAR operator
Capacity: Various passenger configurations are available including 291 passengers (United Kingdom) and 8 military pallets + 1LD6 container + 1 LD3 container (lower deck cargo compartments)
Payload: 45,000 kg (99,000 lb) non-fuel payload
Length: 58.80 m (193 ft)
Wingspan: 60.3 m (198 ft)
Height: 17.4 m (57 ft)
Wing area: 362 m2 (3,900 ft2)
Empty weight: 125,000 kg (275,600 lb)
Max takeoff weight: 233,000 kg (514,000 lb)
Powerplant: 2× Rolls-Royce Trent 772B, General Electric CF6-80E1A4, or Pratt & Whitney PW 4170; turbofans, 320 kN (72,000 lbf) 320 kN each
Fuel capacity: 111,000 kg (245,000 lb) max, 65,000 kg (143,000 lb) at 1,000 nmi (1852 km) with 2 hours on station
Performance
Maximum speed: 880 km/h (475 knots, 547 mph)
Cruise speed: 860 km/h (464 knots, 534 mph)
Combat radius: 1,800 km (972 nmi) with 50 tonnes of fuel for 4 hours
Ferry range: 14,800 km (8,000 nmi) maximum
Service ceiling: 13,000 m (42,700 ft)

Related development
Airbus A330
Airbus A310 MRTT
Airbus CC-330 Husky
EADS/Northrop Grumman KC-45

Aircraft of comparable role, configuration, and era
Boeing KC-135 Stratotanker
McDonnell Douglas KC-10 Extender
Boeing KC-46 Pegasus
Ilyushin Il-96-400TZ

A Royal Australian Air Force KC-30 refuels a USAF F-16 Fighting Falcon
Starboard refuelling pod on a Royal Air Force (RAF) Voyager
Centre refuelling boom under the tail of a RAAF KC-30A
RAAF KC-30A refuelling control station. Refuelling systems are controlled by an operator in the cockpit, who can view the refuelling on 2D and 3D screens
The A330 MRTT cabin can be reconfigured to carry passengers
RAAF KC-30A refuelling a Rockwell B-1 Lancer with its centre refuelling boom, surrounded by Boeing F/A-18F Super Hornets and Boeing EA-18G Growlers
KC-30A refuelling demonstration with F/A-18A Hornets
RAF Voyager refuelling two Tornado GR4s over Iraq
New livery for RAF ZZ336 "Vespina"
A UAE A330 MRTT in 2014
Royal Saudi Air Force A330 MRTT in special livery for the 88th National Day celebrations
French Air and Space Force A330 MRTT Phénix
A Dutch A330 MRTT in 2022
Map with A330 MRTT operators in blue; Multinational Multi-Role Tanker Transport Fleet (MMF) operators are also included
The first A330-200 MRTT for the Royal Australian Air Force (RAAF) taking off for a test flight from Getafe Air Base in Spain

Airbus A330-743L / Airbus Beluga XL

Beluga XL (A330-743L)
Role - Outsize freight aircraft
Manufacturer - Airbus
First flight - 19 July 2018
Introduction - 9 January 2020
Status - Out of production; In service
Primary user - Airbus Transport International
Produced - 2016-2023
Number built - 6
Developed from - Airbus A330 / Airbus Beluga

The Airbus Beluga XL (A330-743L) is a large transport aircraft based on the Airbus A330-200F built by Airbus to replace the original Airbus Beluga to transport very large aircraft components, such as wings. The aircraft made its first flight on 19 July 2018, and received its type certification on 13 November 2019. The Beluga XL entered service with Airbus Transport on 9 January 2020.
Development
In 2013, the five original Belugas could not cope with production growth, and Airbus evaluated the Antonov An-124 and An-225, Boeing C-17 or Dreamlifter, and A400M, before choosing to modify one of its own aircraft. The programme was launched in November 2014 to build five aircraft to replace the existing five Beluga STs; the design freeze was announced on 16 September 2015. The program cost is ˆ1 billion for development and production.
Fleet
The original Beluga STs were not to be withdrawn from service after introduction of the Beluga XL, expected in 2019; a mixed fleet was to operate for at least five years, as the increased production rate of single-aisle aircraft requires the ability to move more parts. The Beluga ST fleet flew more than 8,000 hours in 2017, doubled from 2014, but the five Beluga ST aircraft are only halfway through their planned service life: another operator could use them for civil or military logistic applications.
The combined Beluga fleet was expected to rise to eight aircraft when three XLs are delivered, as the five originals stay in service before being withdrawn from 2021. The Beluga ST fleet was reaching its limits, flying five times daily, and six days per week, for 10,000 hours in 2017, while some parts are moved over land. Compared with the time required to move the parts of an A320, a Beluga ST requires three times as much time to move the A330 parts and nine times as much for A350 parts.
After an Airbus A350 production increase, Airbus aimed to deliver 880 aircraft in 2019, and raise A320neo output to 63 per month by 2021; the Beluga XL fleet was expanded with a sixth example in June 2019. The Beluga STs could still have 10-20 years' flying life left, and may be offered for sale, or used to serve external customers.
Airbus Beluga Fleet
MSN # - Registration - Type - First Flight - Delivered - Fleet #
655 - F-GSTA - Airbus A300-605 ST - 13 Sept 1994 - 25 Oct 1995 - 1
751 - F-GSTB - Airbus A300-605 ST - 26 Mar 1996 - 24 Apr 1996 - 2
765 - F-GSTC - Airbus A300-605 ST - 21 Apr 1997 - 07 May 1997 - 3
776 - F-GSTD - Airbus A300-605 ST - 09 Jun 1998 - 18 Dec 1998 - 4
796 - F-GSTF - Airbus A300-605 ST - 12 Dec 2000 - 05 Jan 2001 - 5
1824 - F-GXLG - Airbus A330-743L XL - 19 July 2018 - 19 July 2018 - XL1
1853 - F-GXLH - Airbus A330-743L XL - 15 Apr 2019 - 06 Dec 2019 - XL2
1930 - F-GXLI - Airbus A330-743L XL - 02 July 2020 - 26 Oct 2020 - XL3
1985 - F-GXLJ - Airbus A330-743L XL - 20 Jul 2021 - 04 Oct 2021 - XL4
2027 - F-GXLN - Airbus A330-743L XL - 21 Jul 2022 - 26 Sep 2022 - XL5
2041 - F-GXLO - Airbus A330-743L XL - 21 Jul 2023 - 24 Nov 2023 - XL6
Production
The aircraft's lower fuselage is assembled on the Airbus A330 final assembly line, and then moved to another facility for the year-long process of assembling the upper fuselage and the lowered nose fuselage. The first section arrived in Toulouse in November 2016. Final assembly started on 8 December 2016. The first large sections: one central and two lateral rear section panels, arrived on 12 April 2017 at the Toulouse Final Assembly facility (L34) from Aernnova's factory in Berantevilla, Spain.
Constructed by Airbus subsidiary Stelia Aerospace in Meaulte, its 12 m × 4 m (39 ft × 13 ft), 8.2 t (18,000 lb) nose section was delivered in May 2017. The 9 m (30 ft) wide, 8 m (26 ft) long and high, 2.1 t (4,600 lb) upper front fuselage part, framing the cargo door, was delivered from Stelia Rochefort on 7 July 2017. The 3.1 t (3.1 long tons; 3.4 short tons), 10 m (33 ft) long and 8 m (26 ft) high door was delivered by Stelia Rochefort in September 2017.
In October 2017, 75% of the first Beluga XL structural assembly was done; with systems, mechanical, and electrical integration underway before integration of the tail elements, which had already been received. Its maiden flight was scheduled for summer 2018 before 10 months of flight tests necessary for its certification campaign, and a 2019 service entry. The second aircraft was to enter final assembly line in December 2018, and the three remaining each following year.
After mating the vertical fin, tail cone and horizontal stabiliser including the outboard vertical surfaces, the main freight door was to be attached from mid-November, before power-on at the end of 2017. The flight test campaign used a single, instrumented aircraft. The front cargo door was attached in December 2017. In January 2018, the second arrived in Toulouse for its transformation, in two months less after lessons learned from the first.
Testing
The first Beluga XL rolled off the assembly line on 4 January 2018, unpainted and without engines. Fewer than 1,000 flight test hours were planned for its certification campaign. After fitting its Rolls-Royce Trent 700 engines, it was ground tested for months to assess its systems operation, while bench tests in Toulouse and Hamburg, on flight simulators and in laboratories, simulated flight loads on full-scale copies of specific joints between the upper bubble and the lower fuselage, clearing the aircraft for flight, then type certification.
In March 2018, the first Beluga XL (MSN1824) was having its engines fitted, while the second (MSN1853) was 30% converted. After successful landing gear and flight-control system checks, MSN1824 was to be fuelled and ground tested. The third was expected to begin its conversion before the end of 2018. MSN1853 was to be first operational in 2019, after proving work in 11 European stations, while MSN1824 flight instrumentation was to be disassembled. It was rolled out with its Rolls-Royce Trent 700 engines but no winglets in April 2018.
It passed the ground vibration test in early June 2018, with Office National d'Etudes et de Recherches Aérospatiales (ONERA) and Deutsches Zentrum für Luft- und Raumfahrt (DLR) measuring its dynamic behaviour compared to flight envelope theoretical models. The flight-test programme was expected to last 600 hours. The second aircraft had its lower fuselage completed by mid-June, before upper shell structural work and freight door fitting after summer, for completion by September or October. The first flight was on 19 July 2018, from Blagnac, Toulouse, France. In February 2019, the first aircraft flew to various destinations, including Airbus's wing plants in Bremen, Germany and Broughton, Wales.
The first Beluga XL to enter service was the second aircraft built, which rolled out on 19 March 2019; the first test aircraft will be retro-fitted after certification. The second aircraft (MSN1853) commenced flight-testing on 15 April, and by then, the first (MSN1824) had completed more than 140 test flights over 500 hours, the final stage before certification. A third airframe was undergoing conversion, expected to last until the fourth quarter of 2019, for delivery in 2020. Operations were expected to start with two XLs in the second half of 2019.
After more than 200 flight tests over 700 hours, the Beluga XL received its European Aviation Safety Agency (EASA) type certification on 13 November 2019.
The last two Beluga XLs to be produced are expected to have 180-minute ETOPS approval, allowing them to be used for transatlantic flights, typically to transport satellites to North American launch sites. As of February 2021, tests were being conducted to gain approval for the XL's autoland capacity.
Operations
Airbus started operating the first Beluga XL on 9 January 2020; all six freighters are expected to be operating by the end of 2023, while the previous A300-600STs are to be phased out from 2021.
Design
With 30% more capacity than the original Beluga ST, the Beluga XL can carry two A350 XWB wings instead of one. Its new fuselage is 6.9 m (23 ft) longer and 1.7 m (5 ft 7 in) wider than the original Beluga ST, and it can lift a payload 6 t (5.9 long tons; 6.6 short tons) heavier. Its aft section is based on the A330-300, while its forward is based on the A330-200 for centre of gravity reasons, and the reinforced floor and structure is derived from the A330-200 Freighter. The A330 wings, main landing-gear, central and aft fuselage form a semi-built platform with few systems, without the aft upper fuselage, while the upper central fuselage is cut off, facilitated by the metal construction. The enlarged freight hold is mounted in three months with 8,000 new parts on the junction line.
The unpressurised hold begins with the tail adapted by Spain's Aernnova, and continues by building the upper fuselage with two side panels and a crown for each section, for a maximum diameter of 8.8 m (29 ft). Produced by Stelia Aerospace, its main freight door has 24 latches, and the nose includes the cockpit, while a four-seat courier section is supplied by Airbus. Its vertical stabiliser is 50% larger; it has auxiliary fins on the horizontal stabiliser, and two ventral fins beneath the empennage.
The Beluga XL operates at Mach 0.69 up to 35,000 ft (11,000 m) over 2,300 nmi (4,300 km; 2,600 mi) instead of the original Beluga's 900 nmi (1,700 km; 1,000 mi). Deharde Aerospace and the P3 group provide the upper fuselage, while Aciturri produces the horizontal tail plane extension, auxiliary and ventral fins.
Specifications
(Data from Airbus)
General characteristics
Capacity: 50,500 kg (111,333 lb) payload
Length: 63.1 m (207 ft 0 in)
Wingspan: 60.3 m (197 ft 10 in)
Height: 18.9 m (62 ft 0 in)
Wing area: 361.6 m2 (3,892 sq ft)
Aspect ratio: 10.1
Empty weight: 127,500 kg (281,089 lb)
Max takeoff weight: 227,000 kg (500,449 lb)
Fuel capacity: 73,000 kg (161,000 lb)
Fuselage diameter: 8.8 m (29 ft)
Cargo hold: 2,209 m3 (78,000 cu ft) volume
Powerplant: 2 × Rolls-Royce Trent 700 turbofan, 316 kN (71,000 lbf) thrust each
Performance
Cruise speed: 737 km/h (458 mph, 398 kn) , Mach 0.69 at FL350
Range: 4,300 km (2,600 mi, 2,300 nmi) at max payload
Service ceiling: 11,000 m (35,000 ft)

Related development
Airbus A330 - Wide-body twin-engine jet airliner
Airbus Beluga - Outsize cargo version of the A300-600 airliner
Aircraft of comparable role, configuration, and era
Aero Spacelines Super Guppy - Turboprop conversion and enlarged version of outsize cargo carrier Pregnant Guppy
Antonov An-124 Ruslan - Soviet/Ukrainian large military transport aircraft
Antonov An-225 Mriya - Soviet/Ukrainian heavy strategic cargo aircraft
Boeing Dreamlifter - Outsize cargo conversion of the 747-400

An Airbus A330-743L Beluga XL during its maiden flight in beluga livery
Airbus Beluga, the Beluga XL's predecessor
Airbus Beluga XL side profile
The Airbus A330, on which the Beluga XL is based

Airbus A340

Airbus A340
Role - Wide-body jet airliner
National origin - Multi-national
Manufacturer - Airbus
First flight - 25 October 1991; 32 years ago
Introduction - 15 March 1993; 31 years ago with Lufthansa & Air France
Status - Out of production, in service
Primary users - Lufthansa / Mahan Air / Edelweiss Air / SWISS
Produced - 1991-2012
Number built - 380 (377 delivered to airlines)
Developed from - Airbus A300

The Airbus A340 is a long-range, wide-body passenger airliner that was developed and produced by Airbus. In the mid-1970s, Airbus conceived several derivatives of the A300, its first airliner, and developed the A340 quadjet in parallel with the A330 twinjet. In June 1987, Airbus launched both designs with their first orders and the A340-300 took its maiden flight on 25 October 1991. It was certified along with the A340-200 on 22 December 1992 and both versions entered service in March 1993 with launch customers Lufthansa and Air France. The larger A340-500/600 were launched on 8 December 1997; the A340-600 flew for the first time on 23 April 2001 and entered service on 1 August 2002.
Keeping the eight-abreast economy cross-section of the A300, the early A340-200/300 has a similar airframe to the A330. Differences include four 151 kN (34,000 lbf) CFM56s instead of two high-thrust turbofans to bypass ETOPS restrictions on trans-oceanic routes, and a three-leg main landing gear instead of two for a heavier 276 t (608,000 lb) Maximum Takeoff Weight (MTOW). Both airliners have fly-by-wire controls, which was first introduced on the A320, as well as a similar glass cockpit. The later A340-500/600 have a larger wing and are powered by 275 kN (62,000 lbf) Rolls-Royce Trent 500 for a heavier 380 t (840,000 lb) MTOW.
The shortest A340-200 measured 59.4 m (195 ft), and with a 12,400 km range (6,700 nmi; 7,700 mi) with 210-250 seats in 3-class. The most common A340-300 reached 63.7 m (209 ft) to accommodate 250-290 passengers and could cover 13,500 km (7,300 nmi; 8,400 mi). The A340-500 was 67.9 m (223 ft) long to seat 270-310 over 16,670 km (9,000 nmi; 10,360 mi), the longest-range airliner at the time. The longest A340-600 was stretched to 75.4 m (247 ft), then the longest airliner, to accommodate 320-370 passengers over 14,450 km (7,800 nmi; 8,980 mi).
As improving engine reliability allowed ETOPS operations for almost all routes, more economical twinjets have replaced quadjets on many routes. On 10 November 2011, Airbus announced that the production reached its end, after 380 orders had been placed and 377 delivered from Toulouse, France. The A350 is its successor; the McDonnell Douglas MD-11 and the Boeing 777 were its main competitors. By the end of 2021, the global A340 fleet had completed more than 2.5 million flights over 20 million block hours and carried over 600 million passengers with no fatalities. As of March 2023, there were 203 A340 aircraft in service with 45 operators worldwide. Lufthansa is the largest A340 operator with 27 aircraft in its fleet.

Development

Background
When Airbus designed the Airbus A300 during the 1970s it envisioned a broad family of airliners to compete against Boeing and McDonnell Douglas, two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal. Prior to the service introduction of the first Airbus airliners, Airbus had identified nine possible variations of the A300 known as A300B1 to B9. A tenth variation, conceived in 1973, later the first to be constructed, was designated the A300B10. It was a smaller aircraft that would be developed into the long-range Airbus A310. Airbus then focused its efforts on the single-aisle market, which resulted in the Airbus A320 family, which was the first digital fly-by-wire commercial aircraft. The decision to work on the A320, instead of a four-engine aircraft proposed by the Germans, created divisions within Airbus. As the SA or "single aisle" studies (which later became the successful Airbus A320) underwent development to challenge the successful Boeing 737 and Douglas DC-9 in the single-aisle, narrow-body airliner market, Airbus turned its focus back to the wide-body aircraft market.
The A300B11, a derivative of the A310, was designed upon the availability of "ten ton" thrust engines. Using four engines, it would seat between 180 and 200 passengers, and have a range of 6,000 nautical miles (11,000 km; 6,900 mi). It was deemed a replacement for the less-efficient Boeing 707s and Douglas DC-8s still in service. The A300B11 was joined by another design, the A300B9, which was a larger derivative of the A300. The B9 was developed by Airbus from the early 1970s at a slow pace until the early 1980s. It was essentially a stretched A300 with the same wing, coupled with the most powerful turbofan engine available at the time. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes. The B9 offered the same range and payload as the McDonnell Douglas DC-10, but it used between 25% and 38% less fuel. The B9 was therefore considered a replacement for the DC-10 and the Lockheed L-1011 Tristar.
To differentiate the programme from the SA studies, the B9 and B11 were redesignated the TA9 and TA11 (SA standing for "single aisle" and TA standing for "twin aisle"). In an effort to save development costs, it was decided that the two would share the same wing and airframe; the projected savings were estimated at US$500 million (about £490 million or ˆ495 million). The adoption of a common wing structure also had one technical advantage: the TA11's outboard engines could counteract the weight of the longer-range model by providing bending relief. Another factor was the split preference of those within Airbus and, more importantly, prospective airliner customers. Airbus vice president for strategic planning, Adam Brown, recalled:
- North American operators were clearly in favour of a twin(jet), while Asians wanted a quad(jet). In Europe, opinion was split between the two. The majority of potential customers were in favour of a quad despite the fact, in certain conditions, it is more costly to operate than a twin. They liked that it could be ferried with one engine out, and could fly 'anywhere' - ETOPS (extend-range twin-engine operations) hadn't begun then.
Design effort
The first specifications of the TA9 and TA11 were released in 1982. While the TA9 had a range of 3,300 nautical miles (6,100 km; 3,800 mi), the TA11 range was up to 6,830 nautical miles (12,650 km; 7,860 mi). At the same time, Airbus also sketched the TA12, a twin-engine derivative of the TA11, which was optimised for flights of a 2,000 nautical miles (3,700 km; 2,300 mi) lesser range. By the time of the Paris Air Show in June 1985, more refinements had been made to the TA9 and TA11, including the adoption of the A320 flight deck, fly-by-wire (FBW) flight control system and side-stick control. Adopting a common cockpit across the new Airbus series allowed operators to make significant cost savings; flight crews would be able to transition from one to another after one week of training. The TA11 and TA12 would use the front and rear fuselage sections of the A310. Components were modular and also interchangeable with other Airbus aircraft where possible to reduce production, maintenance, and operating costs.
Airbus briefly considered a variable camber wing; the concept was that the wing could change its profile to produce the optimum shape for a given phase of flight. Studies were carried out by British Aerospace (BAe) at Hatfield and Bristol. Airbus estimated this would yield a 2% improvement in aerodynamic efficiency. However, the plan was later abandoned on grounds of cost and difficulty of development.
Airbus had held discussions with McDonnell Douglas to jointly produce the aircraft, which would have been designated as the AM 300. This aeroplane would have combined the wing of the A330 with the fuselage of the McDonnell Douglas MD-11. However, talks were terminated as McDonnell Douglas insisted on the continuation of its trijet heritage. Although from the start it was intended that the A340 would be powered by four CFM56-5 turbofans, each capable of 25,000 pounds-force (110 kN), Airbus had also considered developing the aircraft as a trijet due to the limited power of engines available at the time, namely the Rolls-Royce RB211-535 and Pratt & Whitney JT10D-232 (redesignated PW2000 in December 1980).
As refinements in the A340's design proceeded, a radical new engine option, the IAE SuperFan, was offered by International Aero Engines, a group comprising Rolls-Royce, Pratt & Whitney, Japanese Aero Engines Corporation, Fiat and MTU Aero Engines (MTU). The engine nacelles of the superfan engine consisted of provisions to allow a large fan near the rear of the engine. As a result of the superfan cancellation by IAE, the CFM56-5C4 was used as the sole engine choice instead of being an alternate option as originally envisioned. The later, longer-range versions, namely the A340-500 and -600, are powered by Rolls-Royce Trent 500 engines.
On 27 January 1986, the Airbus Industrie Supervisory Board held a meeting in Munich, West Germany, after which board-chairman Franz Josef Strauß released a statement:
- Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, which is now officially designated the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments.
The designations were originally reversed and were switched so the quad-jet airliner would have a "4" in its name. On 12 May 1986, Airbus dispatched fresh sale proposals to five prospective airlines including Lufthansa and Swissair.
Production and testing
In preparations for production of the A330/A340, Airbus's partners invested heavily in new facilities. Filton was the site of BAe's £7 million investment in a three-storey technical centre with an extra 15,000 square metres (160,000 sq ft) of floor area. BAe also spent £5 million expanding the Broughton wing production plant by 14,000 m2 (150,000 sq ft) to accommodate a new production line. However, France saw the biggest changes with Aérospatiale starting construction of a new Fr.2.5 billion ($411 million) assembly plant, adjacent to Toulouse-Blagnac Airport, in Colomiers. By November 1988, the first 21 m (69 ft) pillars were erected for the new Clément Ader assembly hall. The assembly process, meanwhile, would feature increased automation with holes for the wing-fuselage mating process drilled by eight robots. The use of automation for this particular process saved Airbus 20% on labour costs and 5% on time.
British Aerospace accepted £450 million funding from the UK government, short of the £750 million originally requested. Funds from the French and West German governments followed thereafter. Airbus also issued subcontracts to companies in Austria, Australia, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the United States, and Yugoslavia. The A330 and A340 programmes were jointly launched on 5 June 1987, just prior to the Paris Air Show. The program cost was $3.5 billion with the A330, in 2001 dollars. The order book then stood at 130 aircraft from 10 customers, apart from the above-mentioned Lufthansa and International Lease Finance Corporation (ILFC). Eighty-nine of the total orders were A340 models. At McDonnell Douglas, ongoing tests of the MD-11 revealed a significant shortfall in the aircraft's performance. An important carrier, Singapore Airlines (SIA), required a fully laden aircraft that could fly from Singapore to Paris, against strong headwinds during mid-winter in the northern hemisphere. The MD-11, according to test results, would experience fuel starvation over the Balkans. Due to the less-than-expected performance figures, SIA cancelled its 20-aircraft MD-11 order on 2 August 1991, and ordered 20 A340-300s instead. A total of 200 MD-11s were sold, versus 380 A340s.
The first flight of the A340 occurred on 21 October 1991, marking the start of a 2,000-hour test flight programme involving six aircraft. From the start, engineers noticed that the wings were not stiff enough to carry the outboard engines at cruising speed without warping and fluttering. To alleviate this, an underwing bulge called a plastron was developed to correct airflow problems around the engine pylons and to add stiffness. European JAA certification was obtained on 22 December 1992; the FAA followed on 27 May 1993. In 1992, unit cost of an A340-200 was US$105M and US$110M for an A340-300. (equivalent to $205 million in 2023 dollars)
Entry into service and demonstration
The first A340, a -200, was delivered to Lufthansa on 2 February 1993 and entered service on 15 March. The 228-seat airliner was named Nürnberg. The first A340-300, the 1000th Airbus, was delivered to Air France on 26 February, the first of nine it planned to operate by the end of the year. Air France replaced its Boeing 747s with A340s on its Paris-Washington D.C. route, flying four times weekly. Lufthansa intended to replace aging DC-10s with the A340s on Frankfurt-New York services.
On 16 June 1993, an A340-200 dubbed the World Ranger flew from the Paris Air Show to Auckland, New Zealand in 21 hours 32 minutes and back in 21 hours 46 minutes after a five-hour stop; this was the first non-stop flight between Europe and New Zealand and the longest non-stop flight by an airliner at the time. The 19,277 km (10,409 nmi; 11,978 mi) flight from Paris to Auckland broke six world records with 22 persons and five center tanks. Taking off at 11:58 local time, it arrived back in Paris 48 hours and 22 minutes later, at 12:20. This record held until 1997 when a Boeing 777-200ER flew 20,044 km (10,823 nmi; 12,455 mi) from Seattle to Kuala Lumpur.
Stretch: -500/-600 variants
Formulated in 1991, the A340-400X concept was a simple 12-frame, 20 ft 10 in (6.35 m) stretch of the -300 from 295 to 335 passengers with the MTOW increased to 553,360 to 588,600 lb (251 to 267 t) and the range decreased by 1,390 to 10,930 km (750 to 5,900 nmi). CFM International was then set to develop a new engine for $1-1.5 billion that generated a thrust rating between the 150 kN (34,000 lbf) CFM56 and the 315-400 kN (70-90,000 lbf) GE90. In 1994, Airbus was studying a heavier A340 Advanced with a reinforced wing and a selection of 178 kN (40,000 lbf) engines; these included the Pratt & Whitney advanced ducted propulsor, CFM International CFMXX or Rolls-Royce RB411, to a -300 stretch for 50 more passengers over the same range, a -300 with the -200 range and a -200 with more range. These models were slated to be introduced in 1996. In 1995, the A340-400 was slated for introduction in the year 2000, seating 380 passengers with a 300 t (660,000 lb) take-off weight.
In April 1996, GE Aviation obtained an exclusivity for the 13,000 km (7,000 nmi; 8,100 mi) 375-passenger -600 stretch with 226 kN (51,000 lbf) engines, above the 225.5 kN (50,700 lbf) limit of the CFM International engines made in partnership with SNECMA and dropping the 191 kN (43,000 lbf) CFMXX. The -600 would be stretched by 20-22 frames to 75 m (246 ft), unit thrust was raised from 227 kN (51,000 lbf) to 249 kN (56,000 lbf) and maximum takeoff weight would be increased to 330 t (730,000 lb). The wing area would increase by 56 m2 (600 sq ft) to 420 m2 (4,500 sq ft) through a larger chord needing a three-frame centre fuselage insert and retaining the existing front and rear spars, and a span increased by 3.5 to 63.8 m (11 to 209 ft), alongside a 25% increase in wing fuel capacity and four wheels replacing the centre twin-wheel bogie. A -500 with the larger wing and engines and three extra frames for 310 passengers would cover 15,725 km (9,770 mi; 8,490 nmi) to replace the smaller 14,800 km (9,200 mi; 8,000 nmi) range A340-200. At least $1 billion would be needed to develop the airframe, excluding the $2 billion required for engine development supported by the engine manufacturer. A 12 frame -400 simple stretch would cover 11,290 km (6,100 nmi; 7,020 mi) with 340 passengers in a three-class configuration.
It was enlarged by 40% to compete with the then in-development 777-300ER/200LR: the wing would be expanded with a tapered wing box insert along the span extension, it would have enlarged horizontal stabilizers and the larger A330-200 fin and it would need 222-267 kN (50-60,000 lbf) of unit thrust. The ultra-long-haul 1.53 m (5.0 ft) -500 stretch would seat 316 passengers, a little more than the -300, over 15,355 km (8,290 nmi; 9,540 mi), while the 10.07 m (33.0 ft) -600 stretch would offer a 25% larger cabin for 372 passengers over a range of 13,700 km (7,400 nmi; 8,500 mi). MTOW was increased to 356 t (785,000 lb).
Unwilling to commit to a $1 billion development without good return on investment prospects and a second application, in 1997 GE Aviation stopped exclusivity talks for GE90 scaled down to 245-290 kN (55-65,000 lbf), leaving Rolls-Royce proposing a more cost-effective Rolls-Royce Trent variant needing less development and Pratt & Whitney suggesting a PW2000 advanced ducted propulsor, a PW4000 derivative or a new geared turbofan. In June 1997, the 250 kN (56,000 lbf) Rolls-Royce Trent 500 was selected, with growth potential to 275 kN (62,000 lbf), derived from the A330 Rolls-Royce Trent 700 and the B777 Rolls-Royce Trent 800 with a reduced fan diameter and a new LP turbine, for a 7.7% lower TSFC than the 700. Airbus claims 10% lower operating costs per seat than the -300, 3% below those of what Boeing was then advertising for the 777-300X. The $2.9 billion program was launched in December 1997 with 100 commitments from seven customers worth $3 billion, aiming to fly the first -600 in January 2001 and deliver it from early 2002 to capture at least half of the 1,500 sales forecast in the category through 2010.
In 1998, the -600 stretch was stabilised at 20 frames for 10.6 m (35 ft), the MTOW rose to 365 t (805,000 lb) and the unit thrust to 52,000 to 60,000 lbf (230 to 270 kN), keeping the Trent 700 2.47 m (8.1 ft) fan diameter with its scaled IP and HP compressors and the high-speed, low-loading HP and IP turbines of the Trent 800.
A340 stretch concepts
Period - 1991 - 1994 - 1995 - 1996 - 1998
Unit thrust - _ - 178 kN (40,000 lbf) - _ - 267 kN (60,000 lbf) - 267 kN (60,000 lbf)
Stretch - 12 frames (40 pax) - 50 pax - _ - 20-22 frames, 10.07 m (33.0 ft) - 20 frames, 10.6 m (35 ft)
Passengers - 335 - _ - 380 - 375 - 380
Range - 10,900 km (5,900 nmi; 6,800 mi) - same as -300 - _ - 13,700 km (7,400 nmi; 8,500 mi) - 13,900 km (7,500 nmi; 8,600 mi)
MTOW - 267.0 t (588,600 lb) - _ - 300 t (660,000 lb) - 356 t (785,000 lb) - 365 t (805,000 lb)
Despite the -500/600 introduction, sales slowed in the 2000s as the Boeing 777-200LR/-300ER dominated the long-range 300-400 seat market. The A340-500IGW/600HGW high gross weight variants did not arouse much sales interest. In January 2006, Airbus confirmed it had studied an A340-600E (Enhanced) that was more fuel-efficient than earlier A340s, reducing the per-seat fuel consumption by 8-9% compared to the -600. This model would become more competitive with the Boeing 777-300ER by utilizing new Trent 1500 engines and technologies from the A350 initial design.
At 380 passengers, the advertised three-class seating of the -600 was well above the real world average of 323 seats, while the B777-300ER is advertised for 365 and offers 332, impacting seat costs. By 2018, a 2006 -600 was worth $18M and a 2003 one $10M, projected to fall to $7M in 2021 with a $200,000/month lease rate falling to $180,000 in 2021; its D check cost $4.5M and its engine overhaul $3-6M.
End of production
In 2005, 155 B777s were ordered against 15 A340s: twin engine ETOPS restrictions were overcome by lower operating costs compared to quad jets and the relaxation of ETOPS requirements for the A330, 777, and other twinjets. In 2007, Airbus predicted that another 127 A340 aircraft would likely be produced through 2016, the projected end of production.
In 2011, the unit cost of an A340-300 was US$238.0M ($322.4M today), US$261.8M for an A340-500 ($354.6M today) and US$275.4M for an A340-600 ($373M today). On 10 November 2011, Airbus announced the end of the A340 program. At that time, the company indicated that all firm orders had been delivered. The decision to terminate the program came as A340-500/600 orders came to a halt, with analyst Nick Cunningham pointing out that the A340 "was too heavy and there was a big fuel burn gap between the A340 and Boeing's 777". Bertrand Grabowski, managing director of aircraft financier DVB Bank SE, noted "in an environment where the fuel price is high, the A340 has had no chance to compete against similar twin engines, and the current lease rates and values of this aircraft reflect the deep resistance of any airlines to continue operating it".
As a sales incentive amid low customer demand during the Great Recession, Airbus had offered buy-back guarantees to airlines that chose to procure the A340. By 2013, the resale value of an A340 declined by 30% over ten years, and both Airbus and Rolls-Royce were incurring related charges amounting to hundreds of millions of euros. Some analysts have expected the price of a flight-worthy, CFM56-powered A340 to drop below $10 million by 2023.
Airbus could offer used A340s to airlines wishing to retire older aircraft such as the Boeing 747-400, claiming that the cost of purchasing and maintaining a second-hand A340 with increased seating and improved engine performance reportedly compared favourably to the procurement costs of a new Boeing 777.
In 2013, as ultra-long range is a niche, the A340 was less attractive with best usage on long, thin routes, from hot-and-high airports or as interim air charter. A 10-year-old A340-300 had a base value of $35m and a market value of $24m, leading to $320,000/mo ($240,000-$350,000) lease rate, while a -500 is $425,000 and a -600 is leased $450,000 to $500,000 per month, versus $1.3m for a 777-300ER. The lighter A340-300 consumes 5% less fuel per trip with 300 passengers than the 312 passengers 777-200ER while the heavier A340-600 uses 12% more fuel than a 777-300ER.
As an effort to support the A340's resale value, Airbus has proposed reconfiguring the aircraft's interior for a single class of 475 seats. As the Trent 500 engines are half the maintenance cost of the A340, Rolls-Royce proposed a cost-reducing maintenance plan similar to the company's existing program that reduced the cost of maintaining the RB211 engine powering Iberia's Boeing 757 freighters. Key to these programs is the salvaging, repair and reuse of serviceable parts from retired older engines.
Airbus has positioned the larger versions of the A350, specifically the A350-900 and A350-1000, as the successors to the A340-500 and A340-600.
The ACJ340 is listed on the Airbus Corporate Jets website, as Airbus can convert retired A340 airliners to VIP transport configuration.
Design
The Airbus A340 is a twin-aisle passenger airliner that was the first long-range Airbus, powered by four turbofan jet engines. It was developed with technology from earlier Airbus aircraft and their features like the A320 glass cockpit; it shares many components with the A330, notably identical fly-by-wire control systems and similar wings. Its features and improvements were usually shared with the A330. The four engines configuration avoided the ETOPS constraints such as more frequent inspections.
The A340 has a low cantilever wing; the A340-200/300 wing is virtually identical to that of the A330, with both engine pylons used while only the inboard one is used on the A330. The two engines for each wing provide a more distributed weight; and a more outboard engine weight for a lower wing root bending moment at equal TOW, allowing a higher wing limited MTOW for more range. The wings were designed and manufactured by BAe, which developed a long slender wing with a high aspect ratio for a higher aerodynamic efficiency [a].
The wing is swept back at 30 degrees, allowing a maximum operating Mach number of 0.86. To reach a long span and high aspect ratio without a large weight penalty, the wing has relatively high thickness-to-chord ratio of 11.8% or 12.8% [b]. Jet airliners have thickness-to-chord ratios ranging from 9.4% (MD-11 or Boeing 747) to 13% (Avro RJ or 737 Classic). Each wing also has a 2.74 m (9.0 ft) tall winglet instead of the wingtip fences found on earlier Airbus aircraft. The failure of the ultra-high-bypass IAE SuperFan, promising around 15% better fuel burn, led to wing upgrades to compensate. Originally designed with a 56 m (184 ft) span, the wing was later extended to 58.6 m (192 ft) and finally to 60.3 m (198 ft). This wingspan is similar to that of the larger Boeing 747-200, but with 35% less wing area.
The A340 uses a modified A320 glass cockpit, with side-stick controls instead of a conventional yoke. The main instrument panel is dominated by six displays, cathode ray tube monitors initially then liquid crystal displays. Flight information is directed via the Electronic Flight Instrument System (EFIS) and systems information through the Electronic Centralised Aircraft Monitor (ECAM).
The aircraft monitors various sensors and automatically alerts the crew to any parameters outside of their normal range; pilots can also inspect individual systems. Electronic manuals are used instead of paper ones, with optional web-based updates. Maintenance difficulty and cost were reduced to half of that of the earlier and smaller Airbus A310. Improved engine control and monitoring improved time on wing. The centralised maintenance computer can transmit real-time information to ground facilities via the onboard satellite-based ACARS datalink. Heavy maintenance like structural changes remained unchanged, while cabin sophistications, like the in-flight entertainment, were increased over preceding airliners.
Operational history
The first variant of the A340 to be introduced, the A340-200, entered service with the launch customer, Lufthansa, in 1993. It was followed shortly thereafter by the A340-300 with its operator, Air France. Lufthansa's first A340, which had been dubbed Nürnberg (D-AIBA), began revenue service on 15 March 1993. Air Lanka (later renamed Sri Lankan Airlines) became the Asian launch customer of the Airbus A340; the airline received its first A340-300, registered (4R-ADA), in September 1994. British airline Virgin Atlantic was an early adopter of the A340; in addition to operating several A340-300 aircraft, Virgin Atlantic announced in August 1997 that it was to be the worldwide launch customer for the new A340-600. The first commercial flight of the A340-600 was performed by Virgin in July 2002.
Singapore Airlines ordered 17 A340-300s and operated them until October 2003. The A340-300s were purchased by Boeing as part of an order for Boeing 777s in 1999. The airline then purchased five long-range A340-500s, which joined the fleet in December 2003. In February 2004, the airline's A340-500 performed the longest non-stop commercial air service in the world, conducting a non-stop flight between Singapore and Los Angeles. In 2004, Singapore Airlines launched an even longer non-stop route using the A340-500 between Newark and Singapore, SQ 21, a 15,344 kilometres (8,285 nmi; 9,534 mi) journey that was the longest scheduled non-stop commercial flight in the world. The airline continued to operate this route regularly until the airline decided to retire the type in favour of new A380 and A350 aircraft; its last A340 flight was performed in late 2013.
The A340 was typically used by airlines as a medium-sized long-haul aircraft and was often a replacement for older Boeing 747s as it was more likely to be profitable compared to the larger and less efficient 747. Airbus produced a number of A340s as large private jets for VIP customers, often to replace aging Boeing 747s in this same role. In 2008, Airbus launched a dedicated corporate jetliner version of the A340-200: one key selling point of this aircraft was a range of up to 8,000 nautical miles (15,000 km). Airbus had built up to nine different customized versions of the A340 to private customers' specific demands prior to 2008.
The A340 has frequently been operated as a dedicated transport for heads of state. A pair of A340-300s were acquired from Lufthansa by the Flugbereitschaft of the German Air Force; they serve as VIP transports for the German Chancellor and other key members of the German government. The A340 is also operated by the air transport division of the French Air and Space Force, where it is used as a strategic transport for troop deployments and supply missions, as well as to transport government officials. A one-of-a-kind aircraft, the A340-8000, was originally built for Prince Jefri Bolkiah, brother of the Sultan of Brunei Hassanal Bolkiah. The aircraft was unused and stored in Hamburg until it was procured by Prince Al-Waleed bin Talal of the House of Saud, and later sold to Colonel Muammar Gaddafi, then-President of Libya; the aircraft was operated by Afriqiyah Airways and was often referred to as Afriqiyah One.
In 2008, jet fuel prices doubled compared to the year before; consequently, the A340's fuel consumption led airlines to reduce flight stages exceeding 15 hours. Thai Airways International cancelled its 17-hour, nonstop Bangkok-New York/JFK route on 1 July 2008, and placed its four A340-500s for sale. While short flights stress aircraft more than long flights and result in more frequent fuel-thirsty take-offs and landings, ultra-long flights require completely filled fuel tanks to ensure an adequate fuel supply upon landing. The higher weights in turn require a greater proportion of an aircraft's fuel fraction just to take off and to stay airborne. In 2008, Air France-KLM's chief executive Pierre-Henri Gourgeon disparagingly referred to the A340 as a "flying tanker with a few people on board". While Thai Airways consistently filled 80% of the seats on its New York City-Bangkok flights, it estimated that, at 2008 fuel prices, it would need an impossible 120% of seats filled just to break even. Other airlines also re-examined long-haul flights. In August 2008, Cathay Pacific issued a declaration expressing concern over the adverse impact of escalating fuel expenses on its trans-Pacific long-haul routes, emphasizing a disproportionate burden on these particular flights. Consequently, the airline outlined its strategic decision to curtail the frequency of such flights and reallocate its fleet to cater to shorter routes, notably those connecting Hong Kong and Australia. The company's primary objective, as articulated by the airline's CEO Tony Tyler, entailed a comprehensive network restructuring aimed at optimizing operational efficiency by ensuring flights were directed to destinations that would yield cost coverage and financial gain simultaneously. Aviation Week noted that rapid performance increases of twin-engine aircraft has led to the detriment of four-engine types of comparable capacity such as the A340 and 747; at this point most 747s had accumulated significant flying hours before retirement in contrast to A340s which were relatively young when grounded.
By 2014, Singapore Airlines had phased out the type, discontinuing SQ21 and SQ22, which had been the longest non-stop scheduled flights in the world. Emirates Airlines decided to accelerate the retirement of its A340 fleet, writing down the value of the A340-500 type to zero despite the oldest -500 only being 10 years old, with president Tim Clark saying they were "designed in the late 1990s with fuel at $25-30. They fell over at $60 and at $120 they haven't got a hope in hell".
International Airlines Group, the parent of Iberia Airlines (which is also the operator of the last production A340 built), is overhauling its A340-600s for continued service for the foreseeable future, while it is retiring its A340-300s. The IAG overhaul featured improved conditions and furnishings in the business and economy classes; the business-class capacity was raised slightly while not changing the type's overall operating cost. Lufthansa, which operates both Airbus A340-300s and -600s, concluded that, while it is not possible to make the A340 more fuel efficient, it can respond to increased interest in business-class services by replacing first-class seats with more business-class seats to increase revenue.
In 2013, Snecma announced that they planned to use the A340 as a flying testbed for the development of a new open rotor engine. This test aircraft is forecast to conduct its first flight in 2019. Open rotor engines are typically more fuel-efficient but noisier than conventional turbofan engines; introducing such an engine commercially has been reported as requiring significant legislative changes within engine approval authorities due to its differences from contemporary jet engines. The engine, partly based on the Snecma M88 turbofan engine used on the Dassault Rafale, is being developed under the European Clean Sky research initiative.
In January 2021, Lufthansa, which was the largest remaining operator by then, announced that their entire Airbus A340-600 fleet will be retired with immediate effect and not return to service in the wake of the COVID-19 pandemic. Ultimately, Lufthansa reactivated their A340-600s in the summer of 2022, while remaining committed to operating the smaller Airbus A340-300. Later in 2021, a Portuguese charter carrier landed an A340 in Antarctica for the first time in history.
As of December 2021, the global A340 fleet had carried over 600 million passengers and completed more than 2.5 million flights over 20 million block hours since its entry into service with 99 percent operational reliability and zero fatal accidents.

Variants

Airbus A340 variants
ICAO code - Model(s)
A342 - A340-200
A343 - A340-300
A345 - A340-500
A346 - A340-600

There are four variants of the A340. The A340-200 and A340-300 were launched in 1987 with introduction into service in March 1993 for the -200. The A340-500 and A340-600 were launched in 1997 with introduction into service in 2002. All variants were available in a corporate version.
A340-200
The -200 is one of two initial versions of the A340; it has seating for 261 passengers in a three-class cabin layout with a range of 13,800 kilometres (7,500 nmi; 8,600 mi) or seating for 240 passengers also in a three-class cabin layout for a range of 15,000 kilometres (8,100 nmi; 9,300 mi). This is the shortest version of the family and the only version with a wingspan measuring greater than its fuselage length. It is powered by four CFMI CFM56-5C4 engines and uses the Honeywell 331-350 [A] auxiliary power unit (APU). It initially entered service with Air France in May 1993. Due to its large wingspan, four engines, low capacity and general inferiority to the larger and more improved A340-300, the -200 proved very unpopular with mainstream airlines. Only 28 A340-200s were produced. The closest Boeing competitor is the Boeing 767-400ER.
One version of this type (referred to by Airbus as the A340-8000) was ordered by the prince Jefri Bolkiah, with the request for a non-stop range of 15,000 kilometres (8,100 nmi; 9,300 mi). This A340-8000, in the Royal Brunei Airlines livery had an increased fuel capacity, an MTOW of 275 tonnes (606,000 lb), similar to the A340-300, and minor reinforcements to the undercarriage. It is powered by the 150 kilonewtons (34,000 lbf) thrust CFM56-5C4s similar to the -300E. Only one A340-8000 was produced. Besides the -8000, some A340-200s are used for VIP or military use; these include Royal Brunei Airlines, Qatar Amiri Flight, Arab Republic of Egypt Government, Royal Saudi Air Force, Jordan and the French Air and Space Force. Following the -8000, other A340-200s were later given performance improvement packages (PIPs) that helped them achieve similar gains in capability as to the A340-8000. Those aircraft are labeled A340-213X. The range for this version is 15,000 kilometres (8,100 nmi; 9,300 mi).
As of March 2024, all but two of the active remaining A340-200s still flying were VIP or government planes. Conviasa and Mahan Air are the only remaining commercial operators of the type.
A340-300
The A340-300 flies 295 passengers in a typical three-class cabin layout over 6,700 nautical miles (12,400 km; 7,700 mi). This is the initial version, having flown on 25 October 1991, and it entered service with Lufthansa and Air France in March 1993. It is powered by four CFMI CFM56-5C engines and uses the Honeywell 331-350 [A] APU, similar to the version used on the -200. The A340-300 was superseded by the A350-900. Its closest competitor was the Boeing 777-200ER. A total of 218 -300s were delivered.
The A340-300E, often mislabelled as A340-300X, has an increased MTOW of up to 275 tonnes (606,000 lb) and is powered by the more powerful 34,000 lbf (150 kN) thrust CFMI CFM56-5C4 engines. Typical range with 295 passengers is between 7,200 and 7,400 nautical miles (13,300 and 13,700 km; 8,300 and 8,500 mi). The largest operator of this type is Lufthansa, who has operated a fleet of 30 aircraft. The A340-300 Enhanced is the latest version of this model and was first delivered to South African Airways in 2003, with Air Mauritius receiving the A340-300 Enhanced into its fleet in 2006. It received newer CFM56-5C4/P engines and improved avionics and fly-by-wire systems developed for the A340-500 and -600.
As of March 2024, there were 61 Airbus A340-300s in airline service.
A340-500
When the A340-500 was introduced, it was the world's longest-range commercial airliner. It first flew on 11 February 2002 and was certified on 3 December 2002. Air Canada was supposed to be the launch customer, but filed for bankruptcy in January 2003, delaying delivery to March. This allowed early deliveries to the new launch customer, Emirates, allowing the carrier to launch nonstop service from Dubai to New York - its first route in the Americas. The A340-500 can fly 313 passengers in a three-class cabin layout over 16020 km (8650 nm). Compared with the A340-300, the -500 features a 4.3-metre (14.1 ft) fuselage stretch, an enlarged wing, a significant increase in fuel capacity (around 50% larger than the -300), slightly higher cruising speed, a larger horizontal stabilizer and a larger vertical tailplane. The centerline main landing gear was changed to a four-wheel bogie to support the additional weight. The A340-500 is powered by four 240 kN (54,000 lbf) thrust Rolls-Royce Trent 553 turbofans and uses the Honeywell 331-600 [A] APU.
Designed for ultra long-haul routes, the -500 has a range of 9,000 nautical miles. Due to its range, the -500 is capable of travelling non-stop from London to Perth, Western Australia, though a return flight requires a fuel stop due to headwinds. Singapore Airlines used this model (initially in a two-class 181-passenger layout, later in a 100-passenger business-only layout) between early 2004 and late 2013 for its Newark-Singapore and Singapore-Newark nonstop routes SQ21 and SQ22. The former was an 18-hour, 45-minute 'westbound' (actually a polar route northbound to 130 km (70 nm) abeam the North Pole, then south across Russia, Mongolia and the People's Republic of China) and the latter was an 18-hour, 30-minute eastbound, 15,344 kilometres (8,285 nmi; 9,534 mi) journey. At the time, the flight was the longest scheduled non-stop commercial flight in the world. Singapore Airlines even added a special compartment to the aircraft to store a corpse if a passenger were to die during the flight, though it was reported that its use had not been necessary. Singapore Airlines suspended operating the flight from 2013 onwards partly due to high fuel prices at that time and returned its aircraft to Airbus in exchange for ordering new Airbus A350 aircraft. The SQ21/SQ22 route was eventually resumed, flown by A350-900ULR aircraft.
The A340-500IGW (Increased Gross Weight) version has a range of 17,000 km (9,200 nmi; 11,000 mi) and a MTOW of 380 t (840,000 lb) and first flew on 13 October 2006. It uses the strengthened structure and enlarged fuel capacity of the A340-600. The certification aircraft, a de-rated A340-541 model, became the first delivery, to Thai Airways International, on 11 April 2007. Nigerian airline Arik Air received a pair of A340-542s in November 2008, using the type to immediately launch two new routes, Lagos-London Heathrow and Lagos-Johannesburg; a non-stop Lagos-New York route began in January 2010. The A340-500IGW is powered by four 250 kN (56,000 lbf) thrust Rolls-Royce Trent 556 turbofans.
The A340-500 proved to be unpopular with customers. This was primarily attributed to its perceived inefficiency, as it carried a relatively low number of passengers while still retaining most of the heavy structural elements of its larger sibling, the A340-600, from which it was derived. Furthermore, operating in the specialized ultra long-haul market proved challenging, given the substantial fuel load required for such extended flights, making it a segment where profitability was hard to achieve.
As of August 2022, there are no longer any commercial A340-500 routes. The last remaining A340-500 is currently operating private service for Las Vegas Sands.
A340-600
Designed to replace early-generation Boeing 747-200/300 airliners, the A340-600 is capable of carrying 379 passengers in a three-class cabin layout for 13,900 km (7,500 nmi; 8,600 mi). It provides similar passenger capacity to a 747 but with 25 percent more cargo volume and with lower trip and seat costs. The first flight of the A340-600 was made on 23 April 2001. Virgin Atlantic began commercial services in August 2002. The variant's main competitor is the 777-300ER. The A340-600 was replaced by the A350-1000.
The A340-600 is 12 m (39 ft 4.4 in) longer than a -300, more than 4 m (13 ft 1.5 in) longer than the Boeing 747-400 and 2.3 m (7 ft 6.6 in) longer than the A380, and has two emergency exit doors added over the wings. It held the record for the world's longest commercial aircraft until the first flight of the Boeing 747-8 in February 2010. The A340-600 is powered by four 250 kN (56,000 lbf) thrust Rolls-Royce Trent 556 turbofans and uses the Honeywell 331-600 [A] APU. As with the -500, it has a four-wheel undercarriage bogie on the fuselage centre-line to cope with the increased MTOW along with the enlarged wing and rear empennage. Upper deck main cabin space can be optionally increased by locating facilities such as crew rest areas, galleys, and lavatories upon the aircraft's lower deck. In early 2007, Airbus reportedly advised carriers to reduce cargo in the forward section by 5.0 t (11,000 lb) to compensate for overweight first and business class sections; the additional weight caused the aircraft's centre of gravity to move forward thus reducing cruise efficiency. Affected airlines considered filing compensation claims with Airbus.
The A340-600HGW (High Gross Weight) version first flew on 18 November 2005 and was certified on 14 April 2006. It has an MTOW of 380 t (840,000 lb) and a range of up to 14,630 km (7,900 nmi; 9,090 mi), made possible by strengthened structure, increased fuel capacity, more powerful engines and new manufacturing techniques like laser beam welding. The A340-600HGW is powered by four 61,900 lbf (275 kN) thrust Rolls-Royce Trent 560 turbofans. Emirates became the launch customer for the -600HGW when it ordered 18 at the 2003 Paris Air Show; but postponed its order indefinitely and later cancelled it. Rival Qatar Airways, which placed its order at the same airshow, took delivery of only four aircraft with the first aircraft on 11 September 2006. The airline has since let its purchase options expire in favour of orders for the Boeing 777-300ER.
As of March 2024, there were 33 A340-600s in service with nine airlines worldwide.
Operators
Over the duration of the programme, a total of 377 A340 family aircraft were delivered, of which 202 were in service as of January 2024. The largest scheduled airline operators were Lufthansa (34), Mahan Air (12), European Cargo (8), South African Airways (7), Swiss International Air Lines (4), and amongst other airlines, governments, charter and private operators with fewer aircraft of the type.

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 - 0 - 2 - 2 - 1 - 4 - 5 - 9 - 7 - 2 - - - - - - - - - - - - - - - - - - - -
A340-600 - 97 - - - 2 - 8 - 8 - 8 - 18 - 15 - 14 - 16 - 8 - - - - - - - - - - - - - - - - - -
A340 family - 377 - 2 - 0 - 4 - 10 - 12 - 14 - 25 - 28 - 26 - 28 - 16 - 22 - 19 - 20 - 24 - 33 - 28 - 19 - 25 - 22
Note: The total number of deliveries corresponds to the Airbus O&D file, while the details are given in the ABCD list.
Accidents and incidents
The A340 has never been involved in a fatal accident, although there have been six hull losses:

Accidents

Landing phase
5 November 1997 - Virgin Atlantic Flight 024, an Airbus A340-311 registered as G-VSKY China Girl, conducted an emergency landing on Runway 27L at London Heathrow Airport with the aircraft's left-main landing gear partially extended. The aircraft was repaired and returned to service.
29 August 1998 - a Sabena Airbus A340-200 registered as OO-SCW was severely damaged while landing on Runway 25L at Brussels Airport. The right main gear collapsed; the right engines and wingtip hit the runway and slid to the right in soft ground. The 248 passengers and 11 crew were safely evacuated. The cause of the gear failure was found to be a fatigue crack. Although severely damaged, the aircraft was repaired and returned to service for 16 years until it was stored.
2 August 2005 - Air France Flight 358, an Airbus A340-313E registered as F-GLZQ, was destroyed by a crash and subsequent fire after it overran runway 24L at Toronto Pearson International Airport while landing in a thunderstorm. The aircraft slid into Etobicoke Creek and caught fire. All 297 passengers and 12 crew survived; 43 people were injured, 12 seriously.
9 November 2007 - Iberia Airlines Flight 6463, an Airbus A340-642 registered as EC-JOH, was badly damaged after sliding off the runway at Ecuador's Mariscal Sucre International Airport. The landing gear collapsed and two engines broke off. All 345 passengers and 14 crew members were evacuated by inflatable slides, and there were no serious injuries. The aircraft was scrapped.
Take-off phase
20 March 2009 - Emirates Flight 407, an Airbus A340-541 registered as A6-ERG, failed to take off properly from Melbourne Airport, hitting several structures at the end of the runway before eventually climbing enough to return to the airport for a safe landing. The occurrence was severe enough to be classified an accident by the Australian Transport Safety Bureau. The plane was subsequently repaired, and returned to service for five years before it was scrapped.

Incidents

Fire related
20 January 1994 - an Air France Airbus A340-200 registered as F-GNIA was destroyed by fire during servicing at Paris Charles de Gaulle Airport. This marks the first hull-loss of an A340.
11 June 2018 - A Lufthansa Airbus A340-300 registered as D-AIFA was being towed with maintenance staff on board to the departure gate at Frankfurt Airport's terminal when the tow truck caught fire. The flames substantially damaged the aircraft front section, and 10 people on the ground received minor injuries. The damage was assessed to be beyond economical repair and the aircraft was written off.
Test related
15 November 2007 - an Airbus A340-600 with the test registration F-WWCJ was damaged beyond repair during ground testing at Airbus' facilities at Toulouse Blagnac International Airport. During a pre-delivery engine test, some safety checks had been disabled, leading to the unchocked aircraft accelerating to 31 knots (57 km/h; 36 mph) and colliding with a concrete blast deflection wall. The right wing, tail, and left engines made contact with the ground or wall, leaving the forward section elevated several metres and the cockpit broken off; nine people on board were injured, four of them seriously. The aircraft was written off and was later used at Virgin Atlantic's cabin crew training facility in Crawley, England. It had been due to be delivered to Etihad Airways.
War related
24 July 2001 - a SriLankan Airlines Airbus A340-300 registered as 4R-ADD was destroyed on the ground at Bandaranaike International Airport; being one of 26 aircraft which were damaged or destroyed during a major attack upon the airport by Liberation Tigers of Tamil Eelam militants.
Specifications
Variant - A340-200 - A340-300 - A340-500 - A340-600
Cockpit crew - Two (A340-200 / A340-300 / A340-500 / A340-600)
3-class seats - 210-250 - 250-290 - 270-310 - 320-370
typ. layout - 303 (30F + 273Y) - 335 (30F + 305Y) - 313 (12F + 36J + 265Y) - 380 (12F + 54J + 314Y)
Exit limit - 420 [c] [d]/375 [e] - 375 [e]/440 [c] [d] - 375 [e] - 440 [e]
Length - 59.4 m / 195 ft 0 in - 63.69 m / 208 ft 11 in - 67.93 m / 220 ft 10 in - 75.36 m / 247 ft 3 in
Wingspan - 60.3 m (197.83 ft) (A340-200 / A340-300) - 63.45 m (208.17 ft) (A340-500 / A340-600)
Wing - 363.1 m2 (3,908 sq ft), 29.7° sweep, 10 AR (A340-200 / A340-300) - 437.3 m2 (4,707 sq ft), 31.1° sweep, 9.2 AR (A340-500 / A340-600)
Height - 17.03 m (55.86 ft) - 16.99 m (55.72 ft) - 17.53 m (57.51 ft) - 17.93 m (58.84 ft)
Fuselage - 5.287 m (208.15 in) cabin width, 5.64 m (18.5 ft) outside width (A340-200 / A340-300 / A340-500 / A340-600)
Cargo volume - 132.4 m3 (4,680 cu ft) - 158.4 m3 (5,590 cu ft) - 149.7 m3 (5,290 cu ft) - 201.7 m3 (7,120 cu ft)
MTOW - 275 t (606,000 lb) - 276.5 t (610,000 lb) - 380 t (840,000 lb) (A340-500 / A340-600)
Max. PL - 51 t (112,000 lb) - 52 t (115,000 lb) - 54 t (119,000 lb) - 66 t (146,000 lb)
OEW - 118 t (260,000 lb) - 131 t (289,000 lb) - 168 t (370,000 lb) - 174 t (384,000 lb)
Max. Fuel - 110.4 t (243,395 lb) (A340-200 / A340-300) - 175.2 t (386,292 lb) - 155.5 t (342,905 lb) [f]
Engines (×4) - CFM International CFM56-5C (A340-200 / A340-300) - RR Trent 553 - RR Trent 556
Thrust (×4) - 138.78-151.24 kN (31,200-34,000 lbf) (A340-200 / A340-300) - 248.12-275.35 kN (55,780-61,902 lbf) (A340-500 / A340-600)
Speed - Max.: Mach 0.86 (493 kn; 914 km/h; 568 mph) at 12,000 m (39,000 ft) . Cruise: Mach 0.82 (470 kn; 871 km/h; 541 mph) at 12,000 m (39,000 ft) (A340-200 / A340-300 / A340-500 / A340-600)
Range, 3-class - 12,400 km (6,700 nmi; 7,700 mi) - 13,500 km (7,300 nmi; 8,400 mi) - 16,670 km (9,000 nmi; 10,360 mi) - 14,450 km (7,800 nmi; 8,980 mi)
Take off [g] - 2,900 m (9,500 ft) - 3,000 m (10,000 ft) - 3,350 m (10,990 ft) - 3,400 m (11,200 ft)
Ceiling - 12,527 m (41,100 ft) - 12,634 m (41,450 ft) (A340-300 / A340-500 / A340-600)

Line drawings

Engines
Model - Certification date - Engines
A340-211 - 22 December 1992 - CFM 56-5C2
A340-212 - 14 March 1994 - CFM 56-5C3
A340-213 - 19 December 1995 - CFM 56-5C4
A340-311 - 22 December 1992 - CFM 56-5C2
A340-312 - 14 March 1994 - CFM 56-5C3
A340-313 - 16 March 1995 - CFM 56-5C4
A340-541 - 3 December 2002 - RR Trent 553-61 / 553A2-61
A340-542 - 15 February 2007 - RR Trent 556A2-61
A340-642 - 21 May 2002 - RR Trent 556-61 / 556A2-61
A340-643 - 11 April 2006 - RR Trent 560A2-61

Related development
Airbus A330
Aircraft of comparable role, configuration, and era
Boeing 777
Ilyushin Il-96
McDonnell Douglas MD-11
Notes
a) The higher the aspect ratio, the greater the aerodynamic efficiency: A higher aspect ratio wing has a lower drag and a slightly higher lift than a lower aspect ratio wing
b) This is the thickness to chord ratio of the early Airbus A340 variants, which share the same wing with the A330
c) 4 Type A doors
d) 9-abreast
e) 8-abreast
f) no aux. tank, 164 t (361,595 lb) with 1 aux. tank
g) MTOW, SL, ISA

An A340-300 of Lufthansa, its largest remaining operator
Compared to the A340 quadjet (flying), the lighter A330 (on ground) has two engines and no centre-line wheel bogie
The A330/A340 shares a common flight deck with the A320
An A340-200 demonstrator at the 1992 Farnborough Air Show
The A340-600 was the longest passenger airliner until the introduction of the Boeing 747-8 in 2010
The 9.2 aspect ratio and 31° sweep of the A340-600 wing
The A340-200/300/8000 is powered by four CFM56-5Cs with exhaust mixers
The A340-500/600 is powered by four larger Rolls-Royce Trent 500s with separate flows
Air Lanka was the Asian launch customer of the aircraft
A South African Airways A340-300 with 2-wheel centre-line bogie on final approach at Perth Airport in 2018
Eight-abreast, 2-4-2 economy cabin
Airbus A340-300 taxiing in Istambul Airport in 2024
Airbus A340 family
Aerolíneas Argentinas A340-200 at Fiumicino Airport
Lufthansa Airbus A340-300 from above
Slightly longer than the -300, the -500 has a larger wing, larger Rolls-Royce Trent 500 turbofans and three 4-wheel bogies for the main landing gear, it was introduced by Emirates in 2003
The A340-600 has five doors per side as seen here on a since retired Iberia aircraft
Remains of Air France Flight 358 at Toronto Pearson International Airport
This A340-600 was written off after a ground testing accident prior to delivery for Etihad Airways
A340-200/300
A340-500/600

Airbus A350

A350
Role - Wide-body jet airliner
National origin - Multinational [a]
Manufacturer - Airbus Commercial Aircraft
First flight - 14 June 2013; 10 years ago
Introduction - 15 January 2015 with Qatar Airways
Status - In service
Primary users - Singapore Airlines / Qatar Airways / Cathay Pacific / Delta Air Lines
Produced - 2010-present
Number built - 598 as of 30 April 2024

The Airbus A350 is a long-range, wide-body twin-engine airliner developed and produced by Airbus. The initial A350 design proposed by Airbus in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the Airbus A330 with composite wings and new engines. Due to inadequate market support, Airbus switched in 2006 to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB high bypass turbofan engines. The prototype first flew on 14 June 2013 from Toulouse, France. Type certification from the European Aviation Safety Agency (EASA) was obtained in September 2014, followed by certification from the Federal Aviation Administration (FAA) two months later.
The A350 is the first Airbus aircraft largely made of carbon-fibre-reinforced polymers. It has a new fuselage designed around a nine-abreast economy cross-section, up from the eight-abreast A330/A340. It has a common type rating with the A330. The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a 15,000-kilometre (8,100-nautical-mile; 9,300-statute-mile) range, and has a 283-tonne (617,300-pound) maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of 16,100 km (8,700 nmi; 10,000 mi) and a 319 t (703,200 lb) MTOW.
On 15 January 2015, the first A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch customer. As of April 2024, Singapore Airlines is the largest operator with 64 A350-900 aircraft in its fleet. A total of 1278 A350 family aircraft have been ordered and 598 delivered, of which 597 aircraft are in service with 40 operators. The global A350 fleet has completed more than 1,300,000 flights on more than 1,160 routes, with one hull loss being an airport-safety-related accident. It succeeds the A340 and competes against Boeing's large long-haul twinjets: the Boeing 787, the 777, and its future successor, the 777X.

Development

Background and early designs
Airbus initially rejected Boeing's claim that the Boeing 787 Dreamliner would be a serious threat to the Airbus A330, stating that the 787 was just a reaction to the A330 and that no response was needed. When airlines urged Airbus to provide a competitor, Airbus initially proposed the "A330-200Lite", a derivative of the A330 featuring improved aerodynamics and engines similar to those on the 787. The company planned to announce this version at the 2004 Farnborough Airshow, but did not proceed.
On 16 September 2004, Airbus president and chief executive officer Noël Forgeard confirmed the consideration of a new project during a private meeting with prospective customers. Forgeard did not give a project name, and did not state whether it would be an entirely new design or a modification of an existing product. Airline dissatisfaction with this proposal motivated Airbus to commit ˆ4 billion to a new airliner design.
On 10 December 2004, Airbus' shareholders, EADS and BAE Systems, approved the "authorisation to offer" for the A350, expecting a 2010 service entry. Airbus then expected to win more than half of the 250-300 seat aircraft market, estimated at 3,100 aircraft overall over 20 years. Based on the A330, the 245-seat A350-800 was to fly over a 8,600 nmi (15,900 km; 9,900 mi) range and the 285-seat A350-900 over a 7,500 nmi (13,900 km; 8,600 mi) range. Fuel efficiency would improve by over 10% with a mostly carbon fibre reinforced polymer wing and initial General Electric GEnx-72A1 engines, before offering a choice of powerplant. It had a common fuselage cross-section with the A330 and also a new horizontal stabiliser.
On 13 June 2005 at the Paris Air Show, Middle Eastern carrier Qatar Airways announced that they had placed an order for 60 A350s. In September 2006 the airline signed a memorandum of understanding with General Electric (GE) to launch the GEnx-1A-72 engine for the new airliner model. Emirates sought a more improved design and decided against ordering the initial version of the A350.
On 6 October 2005, the programme's industrial launch was announced with an estimated development cost of around ˆ3.5 billion. The A350 was initially planned to be a 250- to 300-seat twin-engine wide-body aircraft derived from the existing A330's design. Under this plan, the A350 would have modified wings and new engines while sharing the A330's fuselage cross-section. For this design, the fuselage was to consist primarily of aluminium-lithium rather than the carbon-fibre-reinforced polymer (CFRP) fuselage on the Boeing 787. The A350 would see entry in two versions: the A350-800 with a 8,800 nmi (16,300 km; 10,100 mi) range with a typical passenger capacity of 253 in a three-class configuration, and the A350-900 with 7,500 nmi (13,900 km; 8,600 mi) range and a 300-seat 3-class configuration. The A350 was designed to be a direct competitor to the Boeing 787-9 and 777-200ER.
The original A350 design was publicly criticised by two of Airbus's largest customers, International Lease Finance Corporation (ILFC) and GE Capital Aviation Services (GECAS). On 28 March 2006, ILFC President Steven F. Udvar-Házy urged Airbus to pursue a clean-sheet design or risk losing market share to Boeing and branded Airbus's strategy as "a Band-aid reaction to the 787", a sentiment echoed by GECAS president Henry Hubschman. In April 2006, while reviewing bids for the Boeing 787 and A350, the CEO of Singapore Airlines (SIA) Chew Choon Seng, commented that "having gone through the trouble of designing a new wing, tail," and "cockpit," Airbus "should have gone the whole hog and designed a new fuselage".
Airbus responded that they were considering A350 improvements to satisfy customer demands. Airbus's then-CEO Gustav Humbert stated, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises." As major airlines such as Qantas and Singapore Airlines selected the 787 over the A350, Humbert tasked an engineering team to produce new alternative designs. One such proposal, known internally as "1d", formed the basis of the A350 redesign.
Redesign and launch
On 14 July 2006, during the Farnborough International Airshow, the redesigned aircraft was designated "A350 XWB" (Xtra-Wide-Body). Within four days, Singapore Airlines agreed to order 20 A350 XWBs with options for another 20 A350 XWBs.
The proposed A350 was a new design, including a wider fuselage cross-section, allowing seating arrangements ranging from an eight-abreast low-density premium economy layout to a ten-abreast high-density seating configuration for a maximum seating capacity of 440-475 depending on variant. The A330 and previous iterations of the A350 would only be able to accommodate a maximum of eight seats per row. The 787 is typically configured for nine seats per row. The 777 accommodates nine or ten seats per row, with more than half of recent 777s being configured in a ten-abreast layout that will come standard on the 777X. The A350 cabin is 12.7 cm (5.0 in) wider at the eye level of a seated passenger than the 787's cabin, and 28 cm (11 in) narrower than the Boeing 777's cabin (see the Wide-body aircraft comparison of cabin widths and seating). All A350 passenger models have a range of at least 8,000 nmi (14,816 km; 9,206 mi). The redesigned composite fuselage allows for higher cabin pressure and humidity, and lower maintenance costs.
On 1 December 2006, the Airbus board of directors approved the industrial launch of the A350-800, -900, and -1000 variants. The delayed launch decision was a result of delays to the Airbus A380 and discussions on how to fund development. EADS CEO Thomas Enders stated that the A350 programme was not a certainty, citing EADS/Airbus's stretched resources. However, it was decided programme costs are to be borne mainly from cash-flow. First delivery for the A350-900 was scheduled for mid-2013, with the -800 and -1000 following on 12 and 24 months later, respectively. New technical details of the A350 XWB were revealed at a press conference in December 2006. Chief operating officer, John Leahy indicated existing A350 contracts were being re-negotiated due to price increases compared to the original A350s contracted. On 4 January 2007, Pegasus Aviation Finance Company placed the first firm order for the A350 XWB with an order for two aircraft.
The design change imposed a two-year delay into the original timetable and increased development costs from US$5.3 billion (ˆ5.5 billion) to approximately US$10 billion (ˆ9.7 billion). Reuters estimated the A350's total development cost at US$15 billion (ˆ12 billion or £10 billion). The original mid-2013 delivery date of the A350 was changed, as a longer than anticipated development forced Airbus to delay the final assembly and first flight of the aircraft to the third quarter of 2012 and second quarter of 2013 respectively. As a result, the flight test schedule was compressed from the original 15 months to 12 months. A350 programme chief Didier Evrard stressed that delays only affected the A350-900 while the -800 and -1000 schedules remained unchanged. Airbus' 2019 earnings report indicated the A350 programme had broken even that year.
Design phase
Airbus suggested Boeing's use of composite materials for the 787 fuselage was premature, and that the new A350 XWB was to feature carbon fibre panels only for the main fuselage skin. However, after facing criticism for maintenance costs, Airbus confirmed in early September 2007 that it would also use carbon fibre for fuselage frames. The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage, for dissipating lightning strikes. Airbus used a full mock up fuselage to develop the wiring, a different approach from the A380, on which the wiring was all done on computers.
In 2006, Airbus confirmed development of a full bleed air system on the A350, as opposed to the 787's bleedless configuration. Rolls-Royce agreed with Airbus to supply a new variant of the Trent turbofan engine for the A350 XWB, named Trent XWB. In 2010, after low-speed wind tunnel tests, Airbus finalised the static thrust at sea level for all three proposed variants to the 74,000-94,000 lbf (330-420 kN) range.
GE stated it would not offer the GP7000 engine on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB. Engine Alliance partner Pratt & Whitney seemed to be unaligned with GE on this, having publicly stated that it was looking at an advanced derivative of the GP7000. In April 2007, former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB. In June 2007, John Leahy indicated that the A350 XWB would not feature the GEnx engine, saying that Airbus wanted GE to offer a more efficient version for the airliner. Since then, the largest GE engines operators, which include Emirates, US Airways, Hawaiian Airlines and ILFC have selected the Trent XWB for their A350 orders. In May 2009, GE said that if it were to reach a deal with Airbus to offer the current 787-optimised GEnx for the A350, it would only power the -800 and -900 variants. GE believed it could offer a product that outperforms the Trent 1000 and Trent XWB, but was reluctant to support an aircraft competing directly with its GE90-115B-powered 777 variants.
In January 2008, French-based Thales Group won a US$2.9 billion (ˆ2 billion) 20-year contract to supply avionics and navigation equipment for the A350 XWB, beating Honeywell and Rockwell Collins. US-based Rockwell Collins and Moog Inc. were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. The flight management system incorporated several new safety features. Regarding cabin ergonomics and entertainment, in 2006 Airbus signed a firm contract with BMW for development of an interior concept for the original A350. On 4 February 2010, Airbus signed a contract with Panasonic Avionics Corporation to deliver in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB.
Production
In 2008, Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half. The A350 XWB production programme sees extensive international collaboration and investments in new facilities: Airbus constructed 10 new factories in Western Europe and the US, with extensions carried out on three further sites.
Among the new buildings was a £570 million (US$760 million or ˆ745 million) composite facility in Broughton, Wales, which would be responsible for the wings. In June 2009, the National Assembly for Wales announced provision of a £28 million grant to provide a training centre, production jobs and money toward the new production centre.
Airbus manufactured the first structural component in December 2009. Production of the first fuselage barrel began in late 2010 at its production plant in Illescas, Spain. Construction of the first A350-900 centre wingbox was set to start in August 2010. The new composite rudder plant in China opened in early 2011. The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011. Final assembly of the first A350 static test model was started on 5 April 2012. Final assembly of the first prototype A350 was completed in December 2012.
In 2018, the unit cost of the A350-900 was US$317.4 million and the A350-1000 was US$366.5 million. The production rate was expected to rise from three aircraft per month in early 2015 to five at the end of 2015, and would ramp to ten aircraft per month by 2018. In 2015, 17 planes would be delivered and the initial dispatch reliability was 98%. Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019 and six A330 are produced monthly.
Around 90 deliveries were expected for 2018, with 15% or ≈14 units being A350-1000 variants. That year, 93 aircraft were delivered, three more than expected. In 2019, Airbus delivered 112 A350s (87 A350-900s and 25 A350-1000s) at a rate of 10 per month, and were going to keep the rate around nine to 10 per month, to reflect softer demand for widebodies, as the backlog reached 579 - or 5.2 years of production at a constant rate.
The COVID-19 pandemic caused the decrease of A350 production from 9.5 per month to six per month, since April 2020. After the pandemic a ramp-up is planned, aiming to reach a rate of 9 per month by the end of 2025. As the pre-pandemic rate of 10 monthly is aimed for by 2026, by April 2024 Airbus was planning a 12-monthly production rate by 2028 after securing 281 net orders in 2023.
Testing and certification
The first Trent engine test was made on 14 June 2010. The Trent XWB's flight test programme began use on the A380 development aircraft in early 2011, ahead of engine certification in late 2011. On 2 June 2013, the Trent XWB engines were powered up on the A350 for the first time. Airbus confirmed that the flight test programme would last 12 months and use five test aircraft.
The A350's maiden flight took place on 14 June 2013 from the Toulouse-Blagnac Airport. Airbus's chief test pilot said, "it just seemed really happy in the air ... all the things we were testing had no major issues at all". It flew for four hours, reaching Mach 0.8 at 25,000 feet after retracting the landing gear and starting a 2,500 h flight test campaign. Costs for developing the aircraft were estimated at ˆ11 billion (US$15 billion or £9.5 billion) in June 2013.
A350 XWB msn. 2 underwent two and a half weeks of climatic tests in the unique McKinley Climatic Laboratory at Eglin Air Force Base, Florida, in May 2014, and was subjected to multiple climatic and humidity settings from a high of 45 °C (113 °F) to as low as -40 °C (-40 °F).
The A350 received type certification from the European Aviation Safety Agency (EASA) on 30 September 2014. On 15 October 2014, EASA approved the A350-900 for ETOPS (Extended-range Twin-engine Operations Performance Standards) 370, allowing it to fly more than six hours on one engine and making it the first airliner to be approved for "ETOPS Beyond 180 minutes" before entry into service. Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330. On 12 November 2014, the A350 received certification from the FAA. On 1 August 2017, the EASA issued an airworthiness directive mandating operators to power cycle (reset) early A350-900s before 149 hours of continuous power-on time, reissued in July 2019.
Entry into service
In June 2011, the A350-900 was scheduled to enter service in the first half of 2014, with the -800 to enter service in mid-2016, and the -1000 in 2017. In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014. The delivery to launch customer Qatar Airways took place on 22 December 2014. The first commercial flight was made on 15 January 2015 between Doha and Frankfurt.
The first A350-1000 was assembled in 2016 and had its first flight on 24 November 2016. The aircraft was then delivered on 20 February 2018 to Qatar Airways, which had also been the launch operator of the -900 and entered the commercial service with a flight from Doha to London on 24 February 2018.
Shorter A350-800
The 60.45 m (198.3 ft)-long A350-800 was designed to seat 276 passengers in a typical three-class configuration with a range of 8,245 nmi (15,270 km; 9,488 mi) with an MTOW of 259 t (571,000 lb).
In January 2010, Airbus opted to develop the -800 as a shrink of the baseline -900 to simplify development and increase its payload by 3 t (6,600 lb) or its range by 250 nmi (460 km; 290 mi), but this led to a fuel burn penalty of "a couple of percent", according to John Leahy. The previously planned optimisation to the structure and landing gear was not beneficial enough against better commonality and maximum takeoff weight increase by 11t from 248t. The -800's fuselage is 10 frames shorter (six forward and four aft of wing) than the -900 aircraft. It was designed to supplement the Airbus A330-200 long-range twin. Airbus planned to decrease structural weight in the -800 as development continued, which should have been around airframe 20.
While its backlog reached 182 in mid-2008, it diminished since 2010 as customers switched to the larger -900. After launching the Airbus A330neo at the 2014 Farnborough Airshow, Airbus dropped the A350-800, with its CEO Fabrice Brégier saying "I believe all of our customers will either convert to the A350-900 or the A330neo". He later confirmed at a September 2014 press conference that development of the A350-800 had been "cancelled". There were 16 orders left for the -800 since Yemenia switched to the -900 and Hawaiian Airlines moved to the A330neo in December 2014: eight for Aeroflot and eight for Asiana Airlines, both also having orders for the -900. In January 2017, Aeroflot and Airbus announced the cancellation of its -800 order, leaving Asiana Airlines as the only customer for the variant. After the negotiation between Airbus and Asiana Airlines, Asiana converted orders of eight A350-800s and one A350-1000 to nine A350-900s.
Longer A350-1000
In 2011, Airbus redesigned the A350-1000 with higher weights and a more powerful engine variant to provide more range for trans-Pacific operations. This boosted its appeal to Cathay Pacific and Singapore Airlines, who were committed to purchase 20 Boeing 777-9s, and to United Airlines, which was considering Boeing 777-300ERs to replace its 747-400s. Emirates was disappointed with the changes and cancelled its order for 50 A350-900s and 20 A350-1000s, instead of changing the whole order to the larger variant.
Assembly of the first fuselage major components started in September 2015. In February 2016, final assembly started at the A350 Final Assembly Line in Toulouse. Three flight test aircraft were planned, with entry into service scheduled for mid-2017. The first aircraft completed its body join on 15 April 2016. Its maiden flight took place on 24 November 2016.
The A350-1000 flight test programme planned for 1,600 flight hours; 600 hours on the first aircraft, MSN59, for the flight envelope, systems and powerplant checks; 500 hours on MSN71 for cold and warm campaigns, landing gear checks and high-altitude tests; and 500 hours on MSN65 for route proving and ETOPS assessment, with an interior layout for cabin development and certification. In cruise at Mach 0.854 (911.9 km/h; 492.4 kn) and 35,000 ft, its fuel flow at 259 t (571,000 lb) is 6.8 t (15,000 lb) per hour within a 5,400 nautical miles (10,000 km; 6,200 mi), 11+1⁄2 hours early long test flight. Flight tests allowed raising the MTOW from 308 to 316 t (679,000 to 697,000 lb), the 8 t (18,000 lb) increase giving 450 nmi (830 km; 520 mi) more range. Airbus then completed functional and reliability testing.
Type Certification was awarded by EASA on 21 November 2017, along FAA certification. The first serial unit was on the final assembly line in early December. After its maiden flight on 7 December 2017, delivery to launch customer Qatar Airways slipped to early 2018. The delay was due to issues with the business class seat installation. It was delivered on 20 February 2018 and entered commercial service on Qatar Airways' Doha to London Heathrow route on 24 February 2018.
Possible further stretch
Airbus has explored the possibility of a further stretch offering 45 more seats. A potential 4 m stretch would remain within the exit limit of four door pairs, and a modest MTOW increase from 308 t to 319 t would need only 3% more thrust, within the Rolls-Royce Trent XWB-97 capabilities, and would allow a 7,600 nmi (14,100 km; 8,700 mi) range to compete with the 777-9's capabilities. This variant was to be a replacement for the 747-400, tentatively called the A350-8000, -2000 or -1100.
At the June 2016 Airbus Innovation Days, chief commercial officer John Leahy was concerned about the size of a 400-seat market besides the Boeing 747-8 and the 777-9 and chief executive Fabrice Brégier feared such an aircraft could cannibalise demand for the -1000. The potential 79 m-long (258 ft) aeroplane was competing against a hypothetical 777-10X for Singapore Airlines. At the 2017 Paris Air Show, the concept was shelved for lacking market appeal and in January 2018 Brégier focused on enhancing the A350-900/1000 to capture potential before 2022/2023, when it will be possible to stretch the A350 with a new engine generation.
Improvements
In October 2017, Airbus was testing extended sharklets, which could offer 100-140 nmi (185-259 km; 115-161 mi) extra range and reduce fuel burn by 1.4-1.6%. The wing twist is being changed for the wider, optimised spanload pressure distribution, and will be used for the Singapore Airlines A350-900ULR in 2018 before spreading to other variants. On 26 June 2018, Iberia was the first to receive the upgraded -900, with a 280 t (620,000 lb) MTOW version for an 8,200 nmi (15,200 km; 9,400 mi) range with 325 passengers in three classes.
By April 2019, Airbus was testing a hybrid laminar flow control (HLFC) on the leading edge of an A350 prototype vertical stabilizer, with passive suction similar to the boundary layer control on the Boeing 787-9 tail, but unlike the natural laminar flow BLADE, within the same EU Clean Sky program.
On 30 September 2022, a 1.2 t (2,600 lb) weight reduction and a 3 t (6,600 lb) MTOW increase was announced, along with a wider interior cabin to offer 30 additional seats. The interior changes include moving the cockpit wall forward, moving the aft pressure bulkhead one frame further aft and resculpting the sidewalls to allow ten-abreast 17-inch seats.
New Engine Option
By November 2018, Airbus was hiring in Toulouse and Madrid to develop a re-engined A350neo. Although its launch is not guaranteed, it would be delivered in the mid-2020s, after the A321XLR and a stretched A320neo "plus", potentially competing with the Boeing New Midsize Airplane. Service entry would be determined by ultra-high bypass ratio engine developments pursued by Pratt & Whitney, testing its Geared Turbofan upgrade; Safran Aircraft Engines, ground testing a demonstrator from 2021; and Rolls-Royce, targeting a 2025 Ultrafan service entry. The production target is a monthly rate of 20 A350neos, up from 10.
In November 2019, General Electric was offering an advanced GEnx-1 variant with a bleed air system and improvements from the GE9X, developed for the delayed Boeing 777X, to power a proposed A350neo from the mid-2020s.
Design
Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777. Design freeze for the A350-900 was achieved in December 2008. The airframe is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and aluminium-lithium alloy for ribs, floor beams, and gear bays; 14% titanium for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous. The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.
Fuselage
The A350 features a new composite fuselage with a constant width from door 1 to door 4, unlike previous Airbus aircraft, to provide maximum usable volume. The double-lobe (ovoid) fuselage cross-section has a maximum outer diameter of 5.97 m (19.6 ft), compared to 5.64 m (18.5 ft) for the A330/A340. The cabin's internal width is 5.61 m (18.4 ft) at armrest level compared to 5.49 m (18.0 ft) in the Boeing 787 and 5.87 m (19.3 ft) in the Boeing 777. It allows for an eight-abreast 2-4-2 arrangement in a premium economy layout [b], with the seats being 49.5 cm (19.5 in) wide between 5 cm (2.0 in) wide arm rests. Airbus states that the seat will be 1.3 cm (0.5 in) wider than a 787 seat in the equivalent configuration.
In the nine-abreast, 3-3-3 standard economy layout, the A350 seat will be 45 cm (18 in) wide, 1.27 cm (0.5 in) wider than a seat in the equivalent layout in the 787, and 3.9 cm (1.5 in) wider than a seat in the equivalent A330 layout. The current 777 and future derivatives have 1.27 cm (0.5 in) greater seat width than the A350 in a nine-abreast configuration. The 10-abreast seating on the A350 is similar to a 9-abreast configuration on the A330, with a seat width of 41.65 cm (16.4 in). Overall, the A350 gives passengers more headroom, larger overhead storage space, and wider panoramic windows than current Airbus models.
The A350 nose section has a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen. This differs substantially from the four-window arrangement in the original A350 XWB design. The new nose, made of aluminium, improves aerodynamics and enables overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the centre post. The upper shell radius of the nose section has been increased.
In 2020, Airbus announced that the A350 could be configured with dimmable windows.
Wing
The A350 features new composite wings with a wingspan that is common to the proposed variants. Its 64.75 m (212.4 ft) wingspan stays within the same ICAO Aerodrome Reference Code E 65m limit as the A330/A340 and the Boeing 777. The A350's wing has a 31.9° sweep angle for a Mach 0.85 cruise speed and has a maximum operating speed of Mach 0.89.
The -900 wing has an area of 442 m2 (4,760 sq ft). This is between the 436.8 m2 (4,702 sq ft) wing of the current Boeing 777-200LR/300ER and the 466.8 m2 (5,025 sq ft) wing of the in-development Boeing 777X. However, Boeing and Airbus do not use the same measurement. The A350-1000 wing is 22.3 m2 (240 sq ft) larger through a 30 cm (12 in) extension to the inboard sections of the fixed trailing edge.
A new trailing-edge high-lift device has been adopted with an advanced dropped-hinge flap similar to that of the A380, which permits the gap between the trailing edge and the flap to be closed with the spoiler. It is a limited morphing wing with adaptive features for continuously optimising the wing loading to reduce fuel burn: variable camber for longitudinal load control where inboard & outboard flaps deflect together and differential flaps setting for lateral load control where inboard & outboard flaps deflect differentially.
The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000 hours of low- and high-speed windtunnel testing to refine the aerodynamic design. The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008. The wingtip device curves upwards over the final 4.4 m (14 ft). The wings are produced in the new £400 million (US$641M), 46,000 m2 (500,000 sq ft) North Factory at Airbus Broughton, employing 650 workers, in a specialist facility constructed with £29M of support from the Welsh Government.
Undercarriage
Airbus adopted a new philosophy for the attachment of the A350's main undercarriage as part of the switch to a composite wing structure. Each main undercarriage leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the Vickers VC10.
Airbus devised a three-pronged main undercarriage design philosophy encompassing both four- and six-wheel bogies to stay within pavement loading limits. The A350-900 has four-wheel bogies in a 4.1 m (13 ft) long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a 4.7 m (15 ft) undercarriage bay. French-based Messier-Dowty provides the main undercarriage for the -900 variant, with titanium forgings from Kobelco, and UTC Aerospace Systems supplies the -1000 variant. The nose gear is supplied by Liebherr Aerospace.
Systems
Honeywell supplies its 1,700 horsepower (1,300 kW) HGT1700 auxiliary power unit with 10% greater power density than the TPE331 from which it is developed, and the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems. Airbus says that the new design provides a better cabin atmosphere with 20% humidity, a typical cabin altitude at or below 6,000 ft (1,800 m) and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation.
The ram air turbine, capable of generating 100 kilovolt-ampere, is supplied by Hamilton Sundstrand and located in the lower surface of the fuselage. In light of the 787 Dreamliner battery problems, in February 2013 Airbus decided to revert from lithium-ion to the proven nickel-cadmium technology although the flight test programme will continue with the lithium-ion battery systems. In late 2015, A350 XWB msn. 24 was delivered with 80 kg (176 lb) lighter Saft Li-ion batteries and in June 2017, fifty A350s were flying with them and benefiting from a two-year maintenance schedule instead of NiCd's 4-6 months.
Parker Hannifin supplies the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system features air-separation modules to generate nitrogen-enriched air to reduce the flammability of fuel vapour in the tanks. Parker also provides hydraulic power generation and distribution system: reservoirs, manifolds, accumulators, thermal control, isolation, software and new engine- and electric motor-driven pump designs. Parker estimates the contracts will generate more than US$2 billion in revenues over the life of the programme.
Cockpit and avionics
The revised design of the A350 XWB's glass cockpit dropped the A380-sized display and adopted 38 cm (15 in) liquid-crystal display screens. The new six-screen configuration includes two central displays mounted one above the other (the lower one above the thrust levers) and a single (for each pilot) primary flight/navigation display, with an adjacent on-board information system screen. Airbus says the cockpit design allows for future advances in navigation technology to be placed on the displays plus gives flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control. An optional head-up display is also present in the cockpit.
Avionics are a further development of the integrated modular avionics (IMA) concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as undercarriage, fuel, pneumatics, cabin environmental systems, and fire detection. Airbus stated that the benefits includes reduced maintenance and lower weight because as the IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100 Mbit/s network based on the AFDX standard, as employed in the A380, in place of the architecture used on the A330/A340.
Propulsion
In 2005, GE was the launch engine of the original A350, aiming for 2010 deliveries, while Rolls-Royce offered its Trent 1700. For the updated A350 XWB, GE offered a 87,000 lbf (390 kN) GEnx-3A87 for the A350-800/900, but not a higher thrust version needed for the A350-1000, which competes with the longer range 777 powered exclusively with the GE90-115B. In December 2006, Rolls-Royce was selected for the A350 XWB launch engine.
The Rolls-Royce Trent XWB features a 300 cm (118 in) diameter fan and the design is based on the advanced developments of the Airbus A380 Trent 900 and the Boeing 787 Trent 1000. It has four thrust levels to power the A350 variants: 75,000 lbf (330 kN) and 79,000 lbf (350 kN) for the regional variants of the A350-900 while the baseline A350-900 has the standard 84,000 lbf (370 kN) and 97,000 lbf (430 kN) for the A350-1000. The higher-thrust version will have some modifications to the fan module - it will be the same diameter but will run slightly faster and have a new fan blade design - and run at increased temperatures allowed by new materials technologies from Rolls-Royce's research.
The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), an acoustic quieting engine nacelle intake, and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380. A "hot and high" rating option for Middle Eastern customers Qatar Airways, Emirates, and Etihad Airways keep its thrust available at higher temperatures and altitudes.
Airbus aimed to certify the A350 with 350-minute ETOPS capability on entry into service. That could reach 420 min later, although Airbus achieved a 370-minute ETOPS rating on 15 October 2014 which covers 99.7% of the Earth's surface. Engine thrust-reversers and nacelles are supplied by US-based UTC Aerospace Systems.
Operational history
One year after introduction, the A350 fleet had accumulated 3,000 flight cycles and around 16,000 block hours. Average daily usage by first customers was 11.4 hours with flights averaging 5.2 hours, which are under the aircraft's capabilities and reflect both short flights within the schedules of Qatar Airways and Vietnam Airlines, as well as flight-crew proficiency training that is typical of early use and is accomplished on short-haul flights. Finnair was operating the A350 at very high rates: 15 flight hours per day for Beijing, 18 hours for Shanghai, and more than 20 hours for Bangkok. This may have accelerated the retirement of the Airbus A340.
In service, problems occurred in three areas. The onboard maintenance, repair, overhaul network needed software improvements. Airbus issued service bulletins regarding onboard equipment and removed galley inserts (coffee makers, toaster ovens) because of leaks. Airbus had to address spurious overheating warnings in the bleed air system by retrofitting an original connector with a gold-plated connector. Airbus targeted a 98.5% dependability by the end of 2016 and to match the mature A330 reliability by early 2019.
By the end of May 2016, the A350 fleet had flown 55,200 hours over 9,400 cycles at a 97.8% operational reliability on three months. The longest operated sector was Qatar Airways' Adelaide-Doha at 13.8 hours for 6,120 nmi (11,334 km; 7,043 mi). 45% of flights were under 3,000 nmi (5,556 km; 3,452 mi), 16% over 5,000 nmi (9,260 km; 5,754 mi), and 39% in between. The average flight was 6.8 hours, with the longest average being 9.6 hours by TAM Airlines and the shortest being 2.1 hours by Cathay Pacific's. It is able to seat from 253 seats for Singapore Airlines to 348 seats for TAM Airlines, with a 30 to 46 seat business class and a 211 to 318 seat economy class, often including a premium economy. A total of 49 A350s were delivered to customers in 2016. It was also planned that the monthly rate would grow to 10 by the end of 2018, which was eventually achieved in 2019 when Airbus delivered 112 aircraft over a period of 11 months.
In January 2017, two years after introduction, 62 aircraft were in service with 10 airlines. They had accumulated 25,000 flights over 154,000 hours with an average daily utilisation of 12.5 hours, and transported six million passengers with a 98.7% operational reliability. Zodiac Aerospace encountered production difficulties with business class seats in their Texas and California factories. After a year, Cathay Pacific experienced cosmetic quality issues and upgraded or replaced the seats for the earliest cabins. In 2017, average test flights before delivery decreased to 4.1 from 12 in 2014, with an average delay down to 25 days from 68. Its reliability was 97.2% in 2015, 98.3% in 2016, and 98.8% in June 2017, just behind its 99% target for 2017.
In June 2017 after 30 months in commercial operation, 80 A350s were in service with 12 operators, the largest being Qatar Airways with 17 and 13 each at Cathay Pacific and Singapore Airlines (SIA). The fleet average block time (time between pushback and destination gate arrival) was 7.2 hours with 53% below 3,000 nmi (5,556 km; 3,452 mi), 16% over 5,000 nmi (9,260 km; 5,754 mi), and 31% in between. LATAM Airlines had the longest average sector at 10.7 hours, and Asiana had the shortest at 3.8 hours. Singapore Airlines operated the longest leg, Singapore to San Francisco 7,340 nmi (13,594 km; 8,447 mi), and the shortest leg, Singapore to Kuala Lumpur 160 nmi (296 km; 184 mi). Seating varied from 253 for Singapore Airlines to 389 for Air Caraïbes, with most between 280 and 320.
As of February 2018, 142 A350-900s had been delivered, and were in operation with a dispatch reliability of 99.3%. As of November 2019, 33 operators had received 331 aircraft from 959 orders, and 2.6 million hours have been flown.
On 30 September 2022, the 500th A350, an A350-900, was delivered to Iberia. As of March 2024, the global A350 fleet of 592 aircraft had 4.3 years average aircraft age, had completed more than 1,300,000 flights on more than 1,160 routes, and had carried more than 355 million passengers since its entry into service; the fleet had 99.3 percent operational reliability in the last 3 months.
Qatar Airways paint dispute
In August 2021, as several A350s were sent in to be repainted in a scheme advertising the 2022 FIFA World Cup (played in Qatar), Qatar Airways discovered that their paint was unusually degraded. The airline grounded its A350s until the root cause could be determined, and would not accept new aircraft deliveries until the problem could be solved. The European civil aviation regulator, EASA, found that paint degradation did not affect the aircraft structure or introduce "other risks". The Qatari civil aviation regulator was the only one that agreed with the airline that it was an airworthiness issue.
In November 2021, Reuters found that Finnair, Cathay Pacific, Etihad, Lufthansa and Air France had also complained of paint damage as early as 2016. Singapore Airlines had not detected such problems with its fleet.
On 20 December 2021, Airbus received a formal legal claim in the English courts filed by Qatar Airways. Qatar Airways alleged that the surface flaws cause the risk of fuel tank ignition due to the degradation in lightning protection over the fuel tanks in the wings. Qatar Airways claimed it was owed US$200,000 per day in compensation for each grounded aircraft. Meanwhile, according to a Flight International editorial, Airbus's decision to cancel Qatar's outstanding orders indicated that it was certain of its case. The court hearing was originally scheduled for summer 2023.
Both Airbus and Qatar Airways agreed to settle the dispute on 1 February 2023. While the settlement was confidential, Flight International believed that Airbus achieved a more favourable outcome, opining that there was no major impact to Airbus's finances, the A350's reputation remained intact and Qatar's A321neos would nevertheless be delivered.
Variants
The three main variants of the A350 were launched in 2006, with entry into service planned for 2013. At the 2011 Paris Air Show, Airbus postponed the entry into service of the A350-1000 by two years to mid-2017. In July 2012, the A350's entry into service was delayed to the second half of 2014, before the -900 began service on 15 January 2015. In October 2012, the -800 was due to enter service in mid-2016, but its development was cancelled in September 2014 in favor of the reengined Airbus A330neo. The A350 is also offered as the ACJ350 corporate jet by Airbus Corporate Jets (ACJ), offering a 20,000 km; 12,400 mi (10,800 nmi) range for 25 passengers for the -900 derivative.
A350-900
The A350-900 is the first A350 model; it has a MTOW of 280 tonnes (620,000 lb), typically seats 325 passengers, and has a range of 8,100 nmi (15,000 km; 9,300 mi). Airbus says that per seat, the Boeing 777-200ER should have a 16% heavier manufacturer's empty weight, a 30% higher block fuel consumption, and 25% higher cash operating costs than the A350-900. The -900 is designed to compete with the Boeing 777-200LR and 787-10, while replacing the Airbus A340-500.
A proposed A350-900R extended-range variant was to feature the higher engine thrust, strengthened structure, and landing gear of the 308 tonnes (679,000 lb) MTOW -1000 to give a further 800 nmi (1,500 km; 920 mi) range.
Philippine Airlines (PAL) will replace its A340-300 with an A350-900HGW ("high-gross weight") variant available from 2017. It will enable non-stop Manila-New York City flights without payload limitations in either direction, a 7,404 nmi (13,712 km; 8,520 mi) flight. The PAL version will have a 278 tonnes (613,000 lb) MTOW, and from 2020, the -900 will be proposed with the ULR's 280 tonnes (620,000 lb) MTOW, up from the 268 tonnes (591,000 lb) for the original weight variant and the certified 260, 272, and 275 tonnes (573,000, 600,000, and 606,000 lb) variants, with the large fuel capacity. This will enable an 8,100 nmi (15,000 km; 9,300 mi) range with 325 seats in a three-class layout.
In early November 2017, Emirates committed to purchase 40 Boeing 787-10 aircraft before Airbus presented an updated A350-900 layout with the rear pressure bulkhead pushed back by 2.5 ft (1 m). After Emirates' Tim Clark was shown a ten-abreast economy cabin and galley changes, he said the -900 is "more marketable" as a result.
The average lease rates of the first A350-900s produced in 2014 were $1.1 million per month, not including maintenance reserves amounting to $18 million after 10-12 years, and falling to $940,000 per month in 2018 while a new A350-900 is leased for $1.2 million per month and its interior can cost $12 million, 10% of the aircraft. By 2018, a 2014 build was valued $108M falling to $74.5M by 2022 while a new build was valued for $148M, a 6+12year check cost $3M and an engine overhaul $4-6.5M.
A350-900ULR
The MTOW of the ultra-long range -900ULR has been increased to 280 t (620,000 lb) and its fuel capacity increased from 141,000 to 165,000 L (37,000 to 44,000 US gal) within existing fuel tanks, enabling up to 19-hour flights with a 9,700 nmi (18,000 km; 11,200 mi) range, the longest range of any airliner in service as of 2023. The MTOW is increased by 5 tonnes (11,000 lb) from the previously certified 275 tonnes (606,000 lb) variant. Because of the A350-900's fuel consumption of 5.8 tonnes (13,000 lb) per hour, it needs an additional 24 tonnes (53,000 lb) of fuel to fly 19 hours instead of the standard 15 hours: the increased MTOW and lower payloads will enable the larger fuel capacity. Non-stop flights could last more than 20 hours. The first -900ULR was rolled out without its engines in February 2018 for ground testing. Flight-tests after engine installation checked the larger fuel capacity and measured the performance improvements from the extended winglets. It made its first flight on 23 April 2018.
Singapore Airlines, the launch customer and currently the only operator, uses its seven -900ULR aircraft on non-stop flights between Singapore and New York City and cities on the U.S. east coast. Singapore Airlines' seating is to range from 170 in largely business class seating up to over 250 in mixed seating. The planes can be reconfigured. They will have two seating classes. The airline received its first -900ULR on 23 September 2018, with 67 business class seats and 94 premium economy seats. On 12 October 2018, it landed the world's then-longest flight at Newark Liberty International Airport from Singapore Changi after 17 hours and 52 minutes, covering 16,561 kilometres (8,942 nmi; 10,291 mi) for a 15,353 kilometres (8,290 nmi; 9,540 mi) orthodromic distance. It burned 101.4 t (224,000 lb) of fuel to cover the route in 17 h 22 min: an average of 5.8 tonnes per hour (1.6 kg/s). As of 2022, the A350-900ULR is used on the longest flight in the world, Singapore Airlines Flights 23 and 24 from Singapore to New York JFK.
At the 2015 Dubai Air Show, John Leahy noted the demand of the Persian Gulf airlines for this variant. In February 2018, Qatar Airways stated its preference for the larger -1000, having no need for the extra range of the -900ULR. Compared to the standard -900, the -900ULR additional value is likely around $2 million.
ACJ350
Airbus Corporate Jet version of the A350, the ACJ350, is derived from the A350-900ULR. As a result of the increased fuel capacity from the -900ULR, the ACJ350 has a maximum range of 20,000 km (10,800 nmi; 12,430 mi). The German Air Force is to be the first to receive the ACJ350, having ordered three aircraft which will replace its two A340-300s.
A350 Regional
After the Boeing 787-10 launch at the 2013 Paris Air Show, Airbus discussed with airlines a possible A350-900 Regional with a reduced MTOW of 250 t (550,000 lb). Engine thrust would have been reduced to 70,000-75,000 lbf (310-330 kN) from the standard 85,000 lbf (380 kN) and the variant would have been optimised for routes up to 6,800 nmi (12,600 km; 7,800 mi) with seating for up to 360 passengers in a single-class layout. The A350 Regional was expected to be ordered by Etihad Airways and Singapore Airlines. Since 2013, there has been no further announcement about this variant.
Singapore Airlines selected an A350-900 version for medium-haul use, and Japan Airlines took delivery of a 369-seat A350-900 with a 217 t (478,000 lb) MTOW for its domestic flight network. The A350 Type Certificate Data Sheet includes MTOWs of 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278, 280 and 283 t.
A350-1000
The A350-1000 is the largest variant of the A350 family at just under 74 metres (243 ft) in length. It seats 350-410 passengers in a typical three-class layout with a range of 8,700 nmi (16,100 km; 10,000 mi). With a 9-abreast configuration, it is designed to replace the A340-600 and compete with the Boeing 777-300ER and 777-8. Airbus estimates a 366-seat -1000 should have a 35 tonnes (77,000 lb) lighter operating empty weight than a 398-seat 777-9, a 15% lower trip cost, a 7% lower seat cost, and a 400 nmi (740 km; 460 mi) greater range. Compared to a Boeing 777-300ER with 360 seats, Airbus claims a 25% fuel burn per seat advantage for an A350-1000 with 369 seats. The 7 m (23 ft) extension seats 40 more passengers with 40% more premium area. The -1000 can match the 40 more seats of the 777-9 by going 10-abreast but with diminished comfort.
The A350-1000 has an 11-frame stretch over the -900 and a slightly larger wing than the -800/900 models with trailing-edge extension increasing its area by 4%. This will extend the high-lift devices and the ailerons, making the chord bigger by around 400 mm (16 in), optimising flap lift performance as well as cruise performance. The main landing gear is a 6-wheel bogie instead of a 4-wheel bogie, put in a one frame longer bay. The Rolls-Royce Trent XWB engine's thrust is augmented to 97,000 lbf (430 kN). These and other engineering upgrades are necessary so that the -1000 model maintains range.
It features an automatic emergency descent function to around 10,000 ft (3,000 m) and notifies air traffic control if the crew fails to respond to an alert, indicating possible incapacitation from depressurisation. The avionics software adaptation is activated by a push and pull button to avoid mistakes and could be retrofitted in the smaller -900. All performance targets have been met or exceeded, and it remains within its weight specification, unlike early -900s.
Its basic 308 t (679,000 lb) MTOW was increased to 311 t (686,000 lb) before offering a possible 316 t (697,000 lb) version. Its 316 t MTOW appeared on 29 May 2018 update of its type certificate data sheet. This raised its range from 7,950 to 8,400 nmi (14,720 to 15,560 km; 9,150 to 9,670 mi). A further MTOW increase by 3 t (6,600 lb), to a total of 319 t (703,000 lb) is under study to be available from 2020 and could be a response to Qantas' Project Sunrise. Initial speculation suggested that the variant might be marketed as the A350-1000ULR. However, the -1000 is not expected to share the -900ULR's larger fuel tanks and other fuel system modifications, and Airbus has stopped short of describing the largest MTOW variant as a ULR model, despite the 8,700 nmi (16,100 km; 10,000 mi) range.
In November 2019, maximum accommodation increased to 480 seats from 440 through the installation of new "Type-A+" exits, with a dual-lane evacuation slide. On 17 December 2021, French Bee took delivery of the first A350-1000 in this 480-seat configuration, leased by Air Lease Corporation and to be operated by from Paris to Reunion Island, with 40 premium and 440 economy seats.
In December 2019, Qantas tentatively chose the A350-1000 to operate their Project Sunrise routes, before a final decision in March 2020 for up to 12 aircraft. After a delay due to the COVID-19 pandemic, the decision was confirmed on 2 May 2022, when Qantas placed a formal order for 12 Airbus A350-1000 aircraft for Project Sunrise flights to start in 2025. The aircraft will be configured with 238 seats in four classes.
In October 2023, its MTOW was raised again to 322 t (710,000 lb).
A350F
An A350-900 freighter was first mentioned in 2007, offering a similar capacity to the MD-11F with a range of 9,250 km (5,000 nmi; 5,750 mi), to be developed after the passenger version. In early 2020, Airbus was proposing an A350F before a potential launch. The proposed freighter would be slightly longer than the A350-900 and Airbus would need 50 orders to launch the $2-3 billion programme. In July 2021, the Airbus board approved the freighter development. It is based on the -1000 version for a payload over 90 tonnes, and entry into service is targeted for 2025.
The A350F would keep the 319-tonne MTOW previously announced for the A350-1000 on a shortened fuselage, but the proposed design remains 6.9 m (23 ft) longer than the Boeing 777F with 10% larger freight volume at 695 m3 (24,500 cu ft). With a main deck cargo door behind the wing and reinforced main deck aluminum floor beams, its 111 t (245,000 lb) payload is higher than the 103.7 t (229,000 lb) of the 777F, while its empty weight is 30 t (66,000 lb) lighter than the A350-1000, 20 t (44,000 lb) lighter than the 777F. At the November 2021 Dubai Air Show, US lessor Air Lease Corporation became the launch customer with an order for seven to be delivered around 2026, among other Airbus airliners. The launch operator of the A350F will be Singapore Airlines, who ordered 7 aircraft at the 2022 Singapore Airshow, with deliveries to start in 2026. The 70.8 m (232 ft) long cargo variant should have a 4,700 nmi (8,700 km; 5,400 mi) range at max payload. By May 2023, planned entry-into-service slipped to 2026.
Operators
There are 597 A350 aircraft in service with 40 operators and 60 customers as of April 2024. The five largest operators were Singapore Airlines (64), Qatar Airways (58), Cathay Pacific (48), Delta Air Lines (30) and Air China (30).
Orders and deliveries
The A350 family has 1278 firm orders from 60 customers, of which Turkish Airlines is the largest with 110 orders. A total of 598 aircraft have been delivered as of April 2024.
In June 2023, the A350 family aircraft reached 1,000 orders.
Orders and deliveries by type (summary)
Type - Orders - Deliveries - Backlog
A350-900 - 954 - 514 - 440
A350-1000 - 299 - 84 - 215
A350F - 55 - - - 55
A350 family - 1,308 - 598 - 710
A350 family orders and deliveries by year (distributive)
2006 - 2007 - 2008 - 2009 - 2010 - 2011 - 2012 - 2013 - 2014 - 2015 - 2016 - 2017 - 2018 - 2019 - 2020 - 2021 - 2022 - 2023 - 2024 - Total
Orders - 2 - 292 - 163 - 51 - 78 - -31 - 27 - 230 - -32 - -3 - 41 - 36 - 40 - 32 - -11 - 2 - 8 - 281 - 102 - 1,308
Deliveries - A350-900 - - - - - - - - - - - - - - - - - 1 - 14 - 49 - 78 - 79 - 87 - 45 - 49 - 50 - 52 - 10 - 514
A350-1000 - - - - - - - - - - - - - - - - - - - - - - - - - 14 - 25 - 14 - 6 - 10 - 12 - 3 - 84
A350F - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0
A350 family - - - - - - - - - - - - - - - - - 1 - 14 - 49 - 78 - 93 - 112 - 59 - 55 - 60 - 64 - 13 - 598
a) Final assembly in France
b) China Airlines and Lufthansa were seven-abreast 2-3-2 arrangement in a premium economy configuration
Accidents and incidents
The A350 fleet has recorded one airport-safety-related hull loss accident with no onboard fatalities and five fatalities on the ground as of March 2024.
On 2 January 2024, Japan Airlines Flight 516, an A350-900 flying from New Chitose Airport in Hokkaido to Haneda Airport in Tokyo, collided after touch-down with a De Havilland Canada Dash 8 operated by the Japan Coast Guard. The aircraft caught fire and was damaged beyond repair, though all 367 passengers and 12 crew members were successfully evacuated from the aircraft with 15 non-life-threatening injuries reported. Five of the six crew members aboard the Coast Guard aircraft were killed. The Japan Coast Guard aircraft it collided with was participating in relief efforts following the Noto earthquake the previous day. Flight 516 had been cleared to land by Haneda ATC when it struck the coast guard plane.

Specifications

A350 aircraft characteristics
Model - A350-900/-900ULR - A350-1000 - A350F
Cockpit crew - Two (A350-900/-900ULR / A350-1000 / A350F)
Typical seating - 315 (48J+267Y) - 369 (54J+315Y) - 11
Main deck max. - 440 seats - 480 seats - 30 pallets 96 x 125’’
Lower deck Cargo - 36 LD3 or 11 pallets - 44 LD3 or 14 pallets - 40 LD3 or 12 pallets
Overall length - 66.8 m (219.2 ft) - 73.79 m (242.1 ft) - 70.8 m (232.2 ft)
Wing - 64.75 m (212.43 ft) span, 31.9° sweep (A350-900/-900ULR / A350-1000 / A350F)
Aspect ratio - 9.49 - 9.03 (A350-1000 / A350F)
Wing area - 442 m2 (4,760 sq ft) - 464.3 m2 (4,998 sq ft) (A350-1000 / A350F)
Overall height - 17.05 m (55 ft 11 in) - 17.08 m (56 ft 0 in) (A350-1000 / A350F)
Fuselage - 5.96 m (19.6 ft) width, 6.09 m (19.98 ft) height (A350-900/-900ULR / A350-1000 / A350F)
Cabin width - 5.61 m (18 ft 5 in) with 18-inch-wide (46 cm), 9-abreast seating . 5.71 m (18 ft 9 in) with 16.8-inch-wide (43 cm), 10-abrest seating (A350-900/-900ULR / A350-1000 / A350F)
MTOW - 283 t (623,908 lb) . ULR: 280 t (620,000 lb) - 322 t (710,000 lb) - 319 t (703,000 lb)
Max. payload - 53.3 t (118,000 lb) . 45.9-56.4 t (101,300-124,300 lb) - 67.3 t (148,000 lb) - 111 t (245,000 lb)
Fuel capacity - 140.8 m3 (37,200 US gal) . 110.5 t (244,000 lb) [a] . ULR: 170 m3 (44,000 US gal) - 158.8 m3 (42,000 US gal) . 124.65 t (274,800 lb) (A350-1000 / A350F)
OEW - 142.4 t (314,000 lb) typical . 134.7-145.1 t (297,000-320,000 lb) - 155 t (342,000 lb) dry - 124.4 t (274,000 lb) [b] . 131.7 t (290,000 lb) [c]
MEW - 115.7 t (255,075 lb) - 129 t (284,000 lb) - _
Engines (2×) - Rolls-Royce Trent XWB (A350-900/-900ULR / A350-1000 / A350F)
Max. thrust (2x) - 84,200 lbf (374.5 kN) - 97,000 lbf (431.5 kN) (A350-1000 / A350F)
Cruise speed - Mach 0.85 (488 kn; 903 km/h; 561 mph) typical . Mach 0.89 (513 kn; 950 km/h; 591 mph) max. (A350-900/-900ULR / A350-1000 / A350F)
Range - 8,300 nmi (15,372 km; 9,600 mi) [d] [a] . ULR: 9,700 nmi (17,964 km; 11,163 mi) - 8,700 nmi (16,100 km; 10,000 mi) [d] - 4,700 nmi (8,700 km; 5,400 mi) [e]
Takeoff (MTOW, SL, ISA) - 2,600 m (8,500 ft) (A350-900/-900ULR / A350-1000) - _
Landing (MLW, SL, ISA) - 2,000 m (6,600 ft) - _ - _
Service ceiling - 43,100 ft (13,100 m) - 41,450 ft (12,630 m) - _

Aircraft Type Designations
Model - Certification Date - Engines
A350-941 [engine is different for the certified weight variants up to 255 tons] - 30 September 2014 - Rolls Royce Trent XWB-75
A350-941/A350-941ULR - 30 September 2014 - Rolls Royce Trent XWB-84
A350-1041 - 21 November 2017 - Rolls Royce Trent XWB-97

ICAO aircraft type designators
Designation - Type
A359 - Airbus A350-900
A35K - Airbus A350-1000

Related development
- Airbus A380
- Airbus A330neo
Aircraft of comparable role, configuration, and era
- Boeing 787
- Boeing 777
- Boeing 777X
- Ilyushin Il-96-400M
Notes
a) -900ULR fuel capacity: 166.5 m3 (44,000 US gal), 18,000 km (9,700 nmi) range, ACJ350 range: 20,000 km (10,800 nmi)
b) 20t lighter than the Boeing 777F, 144.4 t
c) 32t lighter than the Boeing 747-400F, 163.7 t
d) unspecified passengers
e) max payload

Qatar Airways was the A350-900 launch operator on 15 January 2015
The initial A350 concept, based on the A330
A model of the new design at ILA Berlin Air Show 2008
A plan of the A350 XWB's new nose and general arrangement inside the forward fuselage
A partially-complete A350-900 XWB (destined for Finnair) on the Toulouse assembly line, December 2014
A prototype Airbus A350-900 XWB (registered as F-WXWB) during its first flight
Qatar Airways' first A350-900 XWB (registration: A7-ALA) after the first commercial flight to Frankfurt Airport
The A350 demonstrator painted like carbon fibre weaves
Nine-abreast Economy Class cabin
The Airbus A350's blended winglets
The A350-900 has a four-wheel main gear for a 283 t (624,000 lb) MTOW
The A350-1000 has a six-wheel main landing gear to support a 322 t (710,000 lb) MTOW
The cockpit of the Airbus A350
The 84,000-97,000 lbf (370-430 kN) Rolls-Royce Trent XWB powers exclusively the A350
Iberia received the 500th A350 on 30 September 2022
Comparative lengths of the three variants, with the now-cancelled -800
The 67 m (219 ft) long baseline model A350-900 in Airbus livery
Singapore Airlines A350-900ULR, externally identical to the regular A350-900
ACJ350 of the German Air Force
A British Airways A350-1000 at London Heathrow Airport (this stretch of the A350 is 73.8 m (242 ft) long and first flew on 24 November 2016)
Qatar Airways was the A350-1000 XWB launch operator in February 2018
An artist's concept of the 70.8 m (232 ft) long A350F, with an aft cargo door
An A350-900 of Cathay Pacific, the third-largest A350 operator after Singapore Airlines and Qatar Airways

Airbus A380

Airbus A380
Role - Wide-body airliner
National origin - Multi-national [a]
Manufacturer - Airbus
First flight - 27 April 2005
Introduction - 25 October 2007 with Singapore Airlines
Status - In service
Primary users - Emirates / British Airways / Singapore Airlines / Qantas
Produced - 2003-2021
Number built - 254 (including 3 test aircraft)

The Airbus A380 is a very large wide-body airliner that was developed and produced by Airbus. It is the world's largest passenger airliner and the only full-length double-deck jet airliner. Airbus studies started in 1988, and the project was announced in 1990 to challenge the dominance of the Boeing 747 in the long-haul market. The then-designated A3XX project was presented in 1994; Airbus launched the ˆ9.5-billion ($10.7-billion) A380 programme on 19 December 2000. The first prototype was unveiled in Toulouse on 18 January 2005, with its first flight on 27 April 2005. It then obtained its type certificate from the European Aviation Safety Agency (EASA) and the US Federal Aviation Administration (FAA) on 12 December 2006.
Due to difficulties with the electrical wiring, the initial production was delayed by two years and the development costs almost doubled. It was first delivered to Singapore Airlines on 15 October 2007 and entered service on 25 October. Production peaked at 30 per year in 2012 and 2014. Airbus ended production of the A380 in 2021. The A380's estimated $25 billion development cost was not recouped by the time Airbus ended production.
The full-length double-deck aircraft has a typical seating for 525 passengers, with a maximum certified capacity for 853 passengers. The quadjet is powered by Engine Alliance GP7200 or Rolls-Royce Trent 900 turbofans providing a range of 8,000 nmi (14,800 km; 9,200 mi). As of December 2021, the global A380 fleet had completed more than 800,000 flights over 7.3 million block hours with no fatalities and no hull losses. As of December 2022, there were 237 aircraft in service with 16 operators worldwide.

Development

Background
In mid-1988, Airbus engineers, led by Jean Roeder, began work in secret on the development of an ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that Boeing had enjoyed in this market segment since the early 1970s with its 747. McDonnell Douglas unsuccessfully offered its double-deck MD-12 concept for sale. Lockheed was exploring the possibility for a Very Large Subsonic Transport. Roeder was given approval for further evaluations of the UHCA after a formal presentation to the President and CEO in June 1990.
The megaproject was announced at the 1990 Farnborough Airshow, with the stated goal of 15% lower operating costs than the 747-400. Airbus organised four teams of designers, one from each of its partners (Aérospatiale, British Aerospace, Deutsche Aerospace AG, CASA) to propose new technologies for its future aircraft designs. The designs were presented in 1992 and the most competitive designs were used. In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of a Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.
In June 1994, Airbus announced its plan to develop its own very large airliner, designated as A3XX. Airbus considered several designs, including an unusual side-by-side combination of two fuselages from its A340, the largest Airbus jet at the time. The A3XX was pitted against the VLCT study and Boeing's own New Large Aircraft successor to the 747. In July 1995, the joint study with Boeing was abandoned, as Boeing's interest had declined due to analysis that such a product was unlikely to cover the projected $15 billion development cost. Despite the fact that only two airlines had expressed public interest in purchasing such a plane, Airbus was already pursuing its own large-plane project. Analysts suggested that Boeing would instead pursue stretching its 747 design, and that air travel was already moving away from the hub-and-spoke system that consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller planes.
From 1997 to 2000, as the 1997 Asian financial crisis darkened the market outlook, Airbus refined its design, targeting a 15-20% reduction in operating costs over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design. Airbus did so in line with traditional hub-and-spoke theory, as opposed to the point-to-point theory with the Boeing 777, after conducting an extensive market analysis with over 200 focus groups. Although early marketing of the huge cross-section touted the possibility of duty-free shops, restaurant-like dining, gyms, casinos and beauty parlours on board, the realities of airline economics have kept such dreams grounded.
On 19 December 2000, the supervisory board of newly restructured Airbus voted to launch a ˆ9.5 billion ($10.7 billion) project to build the A3XX, re-designated as A380, with 50 firm orders from six launch customers. The A380 designation was a break from previous Airbus families, which had progressed sequentially from A300 to A340. It was chosen because the number 8 resembles the double-deck cross section, and is a lucky number in many East Asian countries where the aircraft was being marketed. The aircraft configuration was finalised in early 2001, and manufacturing of the first A380 wing-box component started on 23 January 2002. The development cost of the A380 had grown to ˆ11-14 billion when the first aircraft was completed.
Total development cost
In 2000, the projected development cost was ˆ9.5 billion. In 2004, Airbus estimated that ˆ1.5 billion ($2 billion) would need to be added, totalling the developmental costs to ˆ10.3 billion ($12.7 billion). In 2006, Airbus stopped publishing its reported cost after reaching costs of ˆ10.2 billion and then it provisioned another ˆ4.9 billion, after the difficulties in electric cabling and two years delay for an estimated total of ˆ18 billion.
In 2014, the aircraft was estimated to have cost $25bn (£16bn, ˆ18.9bn) to develop. In 2015, Airbus said development costs were ˆ15 billion (£11.4 billion, $16.64 billion), though analysts believe the figure is likely to be at least ˆ5bn ($5.55 Bn) more for a ˆ20 Bn ($22.19 Bn) total. In 2016, The A380 development costs were estimated at $25 billion for 15 years, $25-30 billion, or ˆ25 billion ($28 billion).
To start the programme in 2000, the governments of France, Germany and the UK loaned Airbus 3.5 billion euros and refundable advances reached 5.9 billion euros ($7.3 billion). In February 2018, after an Emirates order secured production of the unprofitable programme for ten years, Airbus revised its deal with the three loan-giving governments to save $1.4 billion (17%) and restructured terms to lower the production rate from eight per year in 2019 to six per year.
On 15 May 2018, in its EU appeal ruling, a WTO ruling concluded that the A380 received improper subsidies through $9 billion of launch aids, but Airbus acknowledges that the threat posed to Boeing by the A380 is so marginal with 330 orders since its 2000 launch that any U.S. sanctions should be minimal, as previous rulings showed Boeing's exposure could be as little as $377 million. In 2018, unit cost was US$445.6 million.
In February 2019, the German government disclosed that it was conducting talks with Airbus regarding ˆ600 million in outstanding loans. Following the decision to wind down the A380 programme, Europe argues that the subsidies in effect no longer exist and that no sanctions are warranted.
Production
Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. Due to the sections' large size, traditional transportation methods proved unfeasible, so they are brought to the Jean-Luc Lagardère Plant assembly hall in Toulouse, France, by specialised road and water transportation, though some parts are moved by the A300-600ST Beluga transport aircraft. A380 components are provided by suppliers from around the world; the four largest contributors, by value, are Rolls-Royce, Safran, United Technologies and General Electric.
For the surface movement of large A380 structural components, a complex route known as the Itinéraire à Grand Gabarit was developed. This involved the construction of a fleet of roll-on/roll-off (RORO) ships and barges, the construction of port facilities and the development of new and modified roads to accommodate oversized road convoys. The front and rear fuselage sections are shipped on one of three RORO ships from Hamburg in northern Germany to Saint-Nazaire in France. The ship travels via Mostyn, Wales, where the wings are loaded. The wings are manufactured at Broughton in North Wales, then transported by barge to Mostyn docks for ship transport.
In Saint-Nazaire, the ship exchanges the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. This ship unloads in Bordeaux. It then goes to pick up the belly and tail sections from Construcciones Aeronáuticas SA in Cádiz, Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse. To avoid damage from direct handling, parts are secured in custom jigs carried on self-powered wheeled vehicles.
After assembly, the aircraft are flown to the Airbus Hamburg-Finkenwerder plant to be furnished and painted. Airbus sized the production facilities and supply chain for a production rate of four A380s per month.
Testing
In 2005, five A380s were built for testing and demonstration purposes. The first A380, registered F-WWOW, was unveiled in Toulouse 18 January 2005. It first flew on 27 April 2005. This plane, equipped with Rolls-Royce Trent 900 engines, flew from Toulouse-Blagnac Airport with a crew of six headed by chief test pilot Jacques Rosay. Rosay said flying the A380 had been "like handling a bicycle".
On 1 December 2005, the A380 achieved its maximum design speed of Mach 0.96, (its design cruise speed is Mach 0.85) in a shallow dive. In 2006, the A380 flew its first high-altitude test at Addis Ababa Bole International Airport. It conducted its second high-altitude test at the same airport in 2009. On 10 January 2006, it flew to José María Córdova International Airport in Colombia, accomplishing the transatlantic testing, and then it went to El Dorado International Airport to test the engine operation in high-altitude airports. It arrived in North America on 6 February 2006, landing in Iqaluit, Nunavut, in Canada for cold-weather testing.
On 14 February 2006, during the destructive wing strength certification test on MSN5000, the test wing of the A380 failed at 145% of the limit load, short of the required 150% level. Airbus announced modifications adding 30 kg (66 lb) to the wing to provide the required strength. On 26 March 2006, the A380 underwent evacuation certification in Hamburg. With 8 of the 16 exits randomly blocked, 853 mixed passengers and 20 crew exited the darkened aircraft in 78 seconds, less than the 90 seconds required for certification. Three days later, the A380 received European Aviation Safety Agency (EASA) and United States Federal Aviation Administration (FAA) approval to carry up to 853 passengers.
The first A380 using GP7200 engines - serial number MSN009 and flew on 25 August 2006. On 4 September 2006, the first full passenger-carrying flight test took place. The aircraft flew from Toulouse with 474 Airbus employees on board, in a test of passenger facilities and comfort. In November 2006, a further series of route-proving flights demonstrated the aircraft's performance for 150 flight hours under typical airline operating conditions. As of 2014, the A380 test aircraft continue to perform test procedures.
Airbus obtained type certificates for the A380-841 and A380-842 model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters, receiving the ICAO code A388. The A380-861 model was added to the type certificate on 14 December 2007.
Production and delivery delays
Initial production of the A380 was troubled by delays attributed to the 530 km (330 mi) of wiring in each aircraft. Airbus cited as underlying causes the complexity of the cabin wiring (98,000 wires and 40,000 connectors), its concurrent design and production, the high degree of customisation for each airline, and failures of configuration management and change control. The German and Spanish Airbus facilities continued to use CATIA version 4, while British and French sites migrated to version 5. This caused overall configuration management problems, at least in part because wire harnesses manufactured using aluminium rather than copper conductors necessitated special design rules including non-standard dimensions and bend radii; these were not easily transferred between versions of the software. File conversion tools were initially developed by Airbus to help solve this problem; however, the digital mock-up was still unable to read the full technical design data. Furthermore, organisational culture was also cited as a cause of the production delays. The communication and reporting culture at the time frowned upon delivery of bad news, meaning Airbus was unable to take early actions to mitigate technical and production issues.
Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months. This reduced the total number of planned deliveries by the end of 2009 from about 120 to 90-100. On 13 June 2006, Airbus announced a second delay, with the delivery schedule slipping an additional six to seven months. Although the first delivery was still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the end of 2009 would be cut to 70-80 aircraft. The announcement caused a 26% drop in the share price of Airbus' parent, EADS, and led to the departure of EADS CEO Paul Dupont, Airbus CEO Gustav Humbert, and A380 programme manager Charles Champion. On 3 October 2006, upon completion of a review of the A380 programme, Airbus CEO Christian Streiff announced a third delay, pushing the first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production rate of 45 aircraft per year in 2010. The delay also increased the earnings shortfall projected by Airbus through 2010 to ˆ4.8 billion.
As Airbus prioritised the work on the A380-800 over the A380F, freighter orders were cancelled by FedEx and United Parcel Service, or converted to A380-800 by Emirates and ILFC. Airbus suspended work on the freighter version, but said it remained on offer, albeit without a service entry date. For the passenger version Airbus negotiated a revised delivery schedule and compensation with the 13 customers, all of which retained their orders with some placing subsequent orders, including Emirates, Singapore Airlines, Qantas, Air France, Qatar Airways, and Korean Air.
Beginning in 2007, the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as Air Force One presidential transport, but in January 2009 EADS declared that they were not going to bid for the contract, as assembling only three planes in the US would not make financial sense.
On 13 May 2008, Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21). After further manufacturing setbacks, Airbus announced its plan to deliver 14 A380s in 2009, down from the previously revised target of 18. A total of 10 A380s were delivered in 2009. In 2010, Airbus delivered 18 of the expected 20 A380s, due to Rolls-Royce engine availability problems. Airbus planned to deliver "between 20 and 25" A380s in 2011 before ramping up to three a month in 2012. In fact, Airbus delivered 26 units, thus outdoing its predicted output for the first time. As of July 2012, production was 3 aircraft per month. Among the production problems are challenging interiors, interiors being installed sequentially rather than concurrently as in smaller planes, and union/government objections to streamlining.
Entry into service
Nicknamed Superjumbo, the first A380, MSN003, was delivered to Singapore Airlines on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between Singapore and Sydney. Passengers bought seats in a charity online auction paying between $560 and $100,380. Two months later, Singapore Airlines CEO Chew Choong Seng stated the A380 was performing better than either the airline or Airbus had anticipated, burning 20% less fuel per seat-mile than the airline's 747-400 fleet. Emirates' Tim Clark claimed that the A380 has better fuel economy at Mach 0.86 than at 0.83, and that its technical dispatch reliability is at 97%, the same as Singapore Airlines. Airbus is committed to reach the industry standard of 98.5%.
Emirates was the second airline to receive the A380 and commenced service between Dubai and New York in August 2008. Qantas followed, with flights between Melbourne and Los Angeles in October 2008. By the end of 2008, 890,000 passengers had flown on 2,200 flights.
In February 2008, the A380 became the first airliner to fly using synthetic liquid fuel. The fuel is processed from gas to liquid form (GTL fuel). The flight was 3 hours long, taking off from Filton, UK, and landing in Toulouse, France, and was a significant step in evaluating the suitability of sustainable aviation fuels.
Improvements and upgrades
In 2010, Airbus announced a new A380 build standard, incorporating a strengthened airframe structure and a 1.5° increase in wing twist. Airbus also offered, as an option, an improved maximum take-off weight, thus providing a better payload/range performance. Maximum take-off weight is increased by 4 t (8,800 lb), to 573 t (1,263,000 lb) and the range is extended by 100 nautical miles (190 km; 120 mi); this is achieved by reducing flight loads, partly from optimising the fly-by-wire control laws. British Airways and Emirates were the first two customers to have received this new option in 2013. Emirates asked for an update with new engines for the A380 to be competitive with the Boeing 777X around 2020, and Airbus was studying 11-abreast seating.
In 2012, Airbus announced another increase in the A380's maximum take-off weight to 575 t (1,268,000 lb), a 6 t increase from the initial A380 variant and 2 t higher than the increased-weight proposal of 2010. This increased the range by some 150 nautical miles (280 km; 170 mi), taking its capability to around 8,350 nautical miles (15,460 km; 9,610 mi) at current payloads. The higher-weight version was offered for introduction to service early in 2013.
Post-delivery problems
During repairs following the Qantas Flight 32 engine failure incident, cracks were discovered in wing fittings. As a result, the European Aviation Safety Agency issued an Airworthiness Directive in January 2012 which affected 20 A380 aircraft that had accumulated over 1,300 flights. A380s with under 1,800 flight hours were to be inspected within 6 weeks or 84 flights; aircraft with over 1,800 flight hours were to be examined within four days or 14 flights. Fittings found to be cracked were replaced. On 8 February 2012, the checks were extended to cover all 68 A380 aircraft in operation. The problem is considered to be minor and is not expected to affect operations. EADS acknowledged that the cost of repairs would be over $130 million, to be borne by Airbus. The company said the problem was traced to stress and material used for the fittings. Additionally, major airlines are seeking compensation from Airbus for revenue lost as a result of the cracks and subsequent grounding of fleets. Airbus has switched to a different type of aluminium alloy so aircraft delivered from 2014 onwards should not have this problem.
Around 2014, Airbus changed about 10% of all A380 doors, as some leaked during flight. One occurrence resulted in dropped oxygen masks and an emergency landing. The switch was estimated to cost over ˆ100 million. Airbus stated that safety was sufficient, as the air pressure pushed the door into the frame.
Further continuation of programme
At the July 2016 Farnborough Airshow, Airbus announced that in a "prudent, proactive step", starting in 2018, it expected to deliver 12 A380 aircraft per year, down from 27 deliveries in 2015. The firm also warned production might slip back into red ink (be unprofitable) on each aircraft produced at that time, though it anticipated production would remain in the black (profitable) for 2016 and 2017. "The company will continue to improve the efficiency of its industrial system to achieve breakeven at 20 aircraft in 2017 and targets additional cost reduction initiatives to lower breakeven further." Airbus expected that healthy demand for its other aircraft would allow it to avoid job losses from the cuts.
As Airbus expected to build 15 airliners in 2017 and 12 in 2018, Airbus Commercial Aircraft president Fabrice Brégier said that, without orders in 2017, production would be reduced to below one per month while remaining profitable per unit and allowing the programme to continue for 20 to 30 years. In its 2017 half-year report, Airbus adjusted 2019 deliveries to eight aircraft. In November 2017, its chief executive Tom Enders was confident Airbus would still produce A380s in 2027 with more sales to come, and further develop it to keep it competitive beyond 2030. Airbus was profitable at a rate of 15 per year and is trying to drive breakeven down further but will take losses at eight per year.
An order from Emirates for 36 A380s would have ensured production beyond 2020, but the airline wanted guarantees that production would be maintained for 10 years, until 2028: reducing output to six a year would help to bridge that period and would support second-hand values while other buyers are approached, but the programme would still be unprofitable. If it had failed to win the Emirates order, Airbus claimed that it was ready to phase out its production gradually as it fulfilled remaining orders until the early 2020s. In January 2018, Emirates confirmed the order for 36 A380s, but the deal was thrown back into question in October 2018 over a disagreement regarding engine fuel burn.
To extend the programme, Airbus offered China a production role in early 2018. While state-owned Chinese airlines could order A380s, it would not help their low yield, as it lowers frequency; they do not need more volume as widebody aircraft are already used on domestic routes and using the A380 on its intended long-haul missions would free only a few airport slots.
After achieving efficiencies to sustain production at a lower level, in 2017, Airbus delivered 15 A380s and was "very close" to production breakeven, expecting to make additional savings as production was being further reduced: it planned to deliver 12 in 2018, eight in 2019 and six per year from 2020 with "digestible" losses. As of February 2018, Enders was confident the A380 would gain additional orders from existing or new operators, and saw opportunities in Asia and particularly in China where it is "under-represented".
In 2019, Lufthansa had retired 6 of its 14 A380s due to their unprofitability. Later that year, Qatar Airways announced a switch from the A380 to the Boeing 777X starting from 2024.
End of production
In February 2019, Airbus announced it would end A380 production by 2021, after its main customer, Emirates, agreed to drop an order for 39 of the aircraft, replacing it with 40 A330-900s and 30 A350-900s. At the time of the announcement, Airbus had 17 more A380s on its order book to complete before closing the production line - 14 for Emirates and three for All Nippon Airways - taking the total number of expected deliveries of the aircraft type to 251. Airbus would have needed more than $90 million profit from the sale of each aircraft to cover the estimated $25 billion development cost of the programme. However, the $445 million price tag of each aircraft was not sufficient to even cover the production cost, so with Airbus losing money on each A380, and with orders evaporating, it made economic sense to cease production. Enders stated on 14 February 2019, "If you have a product that nobody wants anymore, or you can sell only below production cost, you have to stop it."
One reason that the A380 did not achieve commercial viability for Airbus has been attributed to its extremely large capacity being optimised for a hub-and-spoke system, which was projected by Airbus to be thriving when the programme was conceived. However, airlines underwent a fundamental transition to a point-to-point system, which gets customers to their destination in one flight instead of two or three. The massive scale of the A380 design was able to achieve a very low cost for passenger seat-distance, but efficiency within the hub-and-spoke paradigm was not able to overcome the efficiency of fewer flights required in the point-to-point system. Specifically, US based carriers had been using a multihub strategy, which only justified the need for a handful of VLAs (very large aircraft with more than 400 seats) such as the A380, and having too few VLAs meant that they could not achieve economy of scale to spread out the enormous fixed cost of the VLA support infrastructure. Consequently, orders for VLAs slowed in the mid 2010s, as widebody twin jets now offer similar range and greater fuel efficiency, giving airlines more flexibility at a lower upfront cost.
On 25 September 2020, Airbus completed assembly of the final A380 fuselage. Nine aircraft remained to be delivered (eight for Emirates, one for All Nippon Airways) and production operations continued to finish those aircraft. On 17 March 2021, the final Airbus A380 (manufacturing serial number 272) made its maiden flight from Toulouse to Hamburg for cabin outfitting, before being delivered to Emirates on 16 December 2021.

Design

Overview
The A380 was initially offered in two models: the A380-800 and the A380F.
The A380-800's original configuration carried 555 passengers in a three-class configuration or 853 passengers (538 on the main deck and 315 on the upper deck) in a single-class economy configuration. Then in May 2007, Airbus began marketing a configuration with 30 fewer passengers (525 total in three classes) - traded for 200 nmi; 230 mi (370 km) more range - to better reflect trends in premium-class accommodation. The design range for the A380-800 model is 8,500 nmi (15,700 km); capable of flying from Hong Kong to New York or from Sydney to Istanbul non-stop. The A380 is designed for 19,000 cycles.
The second model, the A380F freighter, would have carried 150 t (330,000 lb) of cargo over a range of 5,600 nmi (10,400 km; 6,400 mi). Freighter development was put on hold as Airbus prioritised the passenger version, and all orders for freighters were cancelled.
Other proposed variants included an A380-900 stretch - seating about 656 passengers (or up to 960 passengers in an all-economy configuration) - and an extended-range version with the same passenger capacity as the A380-800.
Engines
The A380 is offered with the Rolls-Royce Trent 900 (A380-841/-842) or the Engine Alliance GP7000 (A380-861) turbofan engines. The Trent 900 is a combination of the 3 m (118 in) fan and scaled IP compressor of the 777-200X/300X Trent 8104 technology demonstrator derived from the Boeing 777's Trent 800, and the Airbus A340-500/600's Trent 500 core. The GP7200 HP core technology is derived from GE's GE90 and its LP sections are based on the PW4000 expertise. At its launch in 2000, engine makers assured Airbus it was getting the best level of technology and they would be state-of-the-art for the next decade, but three years later Boeing launched the 787 Dreamliner with game-changing technology and 10% lower fuel burn than the previous generation, to the dismay of John Leahy.
Due to its modern engines and aerodynamic improvements, Lufthansa's A380s produce half the noise of the Boeing 747-200 while carrying 160 more passengers. In 2012, the A380 received an award from the Noise Abatement Society.
London Heathrow is a key destination for the A380. The aircraft is below the QC/2 departure and QC/0.5 arrival noise limits under the Quota Count system set by the airport. Field measurements suggest the approach quota allocation for the A380 may be excessively generous compared to the older Boeing 747, but still quieter. Rolls-Royce is supporting the CAA in understanding the relatively high A380/Trent 900 monitored noise levels. Heathrow's landing charges having a noise component, the A380 is cheaper to land there than a Boeing 777-200 and -300 and it saves $4,300 to $5,200 per landing, or $15.3M to $18.8M of present value over 15 years. Tokyo Narita has a similar noise charge.
The A380 has thrust reversers on the inboard engines only. The outboard engines lack them, reducing the amount of debris stirred up during landing. The combination of wheel braking and large spoilers and flaps reduces the aircraft's reliance on thrust reversal. The reversers are electrically actuated to save weight, and for greater reliability than pneumatic or hydraulic equivalents. Having reversers on only two engines also saves a great deal of maintenance expense for operators as well as avoiding unnecessary weight to the outboard engines.
Wings
The A380's wings are built for a maximum takeoff weight (MTOW) over 600 tonnes to accommodate larger variants - the A380F freighter would require added internal strengthening. The optimal wingspan for such an MTOW is about 90 m (300 ft) but airport restrictions of 80 m (260 ft) force the A380 to compensate with a longer chord for an aspect ratio of 7.8. This suboptimal aspect ratio reduces fuel efficiency by about 10% and increases operating costs several percent, considering fuel costs constitute about 50% of the cost of long-haul aeroplane operation. The common wing design approach sacrifices fuel efficiency on the A380-800 passenger model in particular because its lower MTOW allows for a higher aspect ratio with a shorter chord or thinner wing.
Still, Airbus estimated that the A380's size and advanced technology would provide lower operating costs per passenger than the 747-400. The wings incorporate wingtip fences that extend above and below the wing surface, similar to those on the A310 and A320. These increase fuel efficiency and range by reducing induced drag. The wingtip fences also reduce wake turbulence, which endangers following aircraft. The wings of the A380 were designed in Filton and manufactured in Broughton in the United Kingdom. The wings were then transported to the harbour of Mostyn, where they were transported by barge to Toulouse, France, for integration and final assembly with the rest of the aircraft and its components.
Singapore Airlines describe the A380's landing speed of 130-135 kn (240-250 km/h) as "impressively slow".
Materials
While most of the fuselage is made of aluminium alloys, composite materials comprise more than 20% of the A380's airframe. Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors. The A380 is the first commercial airliner to have a central wing box made of carbon-fibre reinforced plastic. It is also the first to have a smoothly contoured wing cross-section. The wings of other commercial airliners are partitioned span-wise into sections. This flowing continuous cross section reduces aerodynamic drag. Thermoplastics are used in the leading edges of the slats.
The hybrid fibre metal laminate material GLARE (glass laminate aluminium reinforced epoxy) is used in the upper fuselage and on the stabilisers' leading edges. This aluminium-glass-fibre laminate is lighter and has better corrosion and impact resistance than conventional aluminium alloys used in aviation. Unlike earlier composite materials, GLARE can be repaired using conventional aluminium repair techniques.
Newer weldable aluminium alloys are used in the A380's airframe. This enabled the widespread use of laser beam welding manufacturing techniques, eliminating rows of rivets and resulting in a lighter, stronger structure. High-strength aluminium (type 7449) reinforced with carbon fibre was used in the wing brackets of the first 120 A380s to reduce weight, but cracks were discovered and newer sets of the more critical brackets are made of standard aluminium 7010, increasing weight by 90 kg (198 lb). Repair costs for earlier aircraft were expected to be around ˆ500 million (US$629 million).
It takes 3,600 L (950 US gal) of paint to cover the 3,100 m2 (33,000 sq ft) exterior of an A380. The paint is five layers thick and weighs about 650 kg (1,433 lb) when dry.
Avionics
The A380 employs an integrated modular avionics (IMA) architecture, first used in advanced military aircraft, such as the Lockheed Martin F-22 Raptor, Lockheed Martin F-35 Lightning II, and Dassault Rafale. The main IMA systems on the A380 were developed by the Thales Group. Designed and developed by Airbus, Thales and Diehl Aerospace, the IMA suite was first used on the A380. The suite is a technological innovation, with networked computing modules to support different applications. The data networks use Avionics Full-Duplex Switched Ethernet, an implementation of ARINC 664. These are switched, full-duplex, star-topology and based on 100baseTX fast-Ethernet. This reduces the amount of wiring required and minimises latency.
Airbus used similar cockpit layout, procedures and handling characteristics to other Airbus aircraft, reducing crew training costs. The A380 has an improved glass cockpit, using fly-by-wire flight controls linked to side-sticks. The cockpit has eight 15 by 20 cm (5.9 by 7.9 in) liquid crystal displays, all physically identical and interchangeable; comprising two primary flight displays, two navigation displays, one engine parameter display, one system display and two multi-function displays. The MFDs were introduced on the A380 to provide an easy-to-use interface to the flight management system - replacing three multifunction control and display units. They include QWERTY keyboards and trackballs, interfacing with a graphical "point-and-click" display system.
The Network Systems Server (NSS) is the heart of A380s paperless cockpit; it eliminates bulky manuals and traditional charts. The NSS has enough inbuilt robustness to eliminate onboard backup paper documents. The A380s network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. This is accessed through the MFDs and controlled via the keyboard interface.
Systems
Power-by-wire flight control actuators have been used for the first time in civil aviation to back up primary hydraulic actuators. Also, during certain manoeuvres they augment the primary actuators. They have self-contained hydraulic and electrical power supplies. Electro-hydrostatic actuators (EHA) are used in the aileron and elevator, electric and hydraulic motors to drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.
The A380's 350 bar (35 MPa or 5,000 psi) hydraulic system is a significant difference from the typical 210 bar (21 MPa or 3,000 psi) hydraulics used on most commercial aircraft since the 1940s. First used in military aircraft, high-pressure hydraulics reduce the weight and size of pipelines, actuators and related components. The 350 bar pressure is generated by eight de-clutchable hydraulic pumps. The hydraulic lines are typically made from titanium; the system features both fuel- and air-cooled heat exchangers. Self-contained electrically powered hydraulic power packs serve as backups for the primary systems, instead of a secondary hydraulic system, saving weight and reducing maintenance.
The A380 uses four 150 kVA variable-frequency electrical generators, eliminating constant-speed drives and improving reliability. The A380 uses aluminium power cables instead of copper for weight reduction. The electrical power system is fully computerised and many contactors and breakers have been replaced by solid-state devices for better performance and increased reliability.
The auxiliary power comprises the Auxiliary Power Unit (APU), the electronic control box (ECB), and mounting hardware. The APU in use on the A380 is the 1,300 kW PW 980A APU. The APU primarily provides air to power the Analysis Ground Station (AGS) on the ground and to start the engines. The AGS is a semi-automatic analysis system of flight data that helps to optimise management of maintenance and reduce costs. The APU also powers two 120 kVA electric generators that provide auxiliary electric power to the aircraft. There is also a ram air turbine (RAT) with a 70 kVA generator.
Passenger provisions
The A380-800's cabin has 550 square metres (5,920 sq ft) of usable floor space, 40% more than the next largest airliner, the Boeing 747-8.
The cabin has features to reduce traveller fatigue such as a quieter interior and higher pressurisation than previous generations of aircraft; the A380 is pressurised to the equivalent altitude of 1,520 m (5,000 ft) up to 12,000 m (39,000 ft). It has 50% less cabin noise, 50% more cabin area and volume, larger windows, bigger overhead bins, and 60 cm (2.0 ft) more headroom than the 747-400. Seating options range from 3-room 12 m2 (130 sq ft) "residence" in first class to 11-across in economy. A380 economy seats are up to 48 cm (19 in) wide in a 10-abreast configuration, compared with the 10-abreast configuration on the 747-400 that typically has seats 44.5 cm (17.5 in) wide. On other aircraft, economy seats range from 41.5 to 52.3 cm (16.3 to 20.6 in) in width.
The A380's upper and lower decks are connected by two stairways, one fore and one aft, both wide enough to accommodate two passengers side by side; this cabin arrangement allows multiple seat configurations. The maximum certified carrying capacity is 853 passengers in an all-economy-class layout, Airbus lists the "typical" three-class layout as accommodating 525 passengers, with 10 first, 76 business, and 439 economy class seats. Airline configurations range from Korean Air's 407 passengers to Emirates' two-class 615 seats and average around 480-490 seats. Air Austral's proposed 840 passenger layout has not come to fruition. The A380's interior illumination system uses bulbless LEDs in the cabin, cockpit, and cargo decks. The LEDs in the cabin can be altered to create an ambience simulating daylight, night, or intermediate levels. On the outside of the aircraft, HID lighting is used for brighter illumination.
Airbus's publicity has stressed the comfort and space of the A380 cabin, and advertised onboard relaxation areas such as bars, beauty salons, duty-free shops, and restaurants. Proposed amenities resembled those installed on earlier airliners, particularly 1970s wide-body jets, which largely gave way to regular seats for greater passenger capacity. Airbus has acknowledged that some cabin proposals were unlikely to be installed, and that it was ultimately the airlines' decision how to configure the interior. Industry analysts suggested that implementing customisation has slowed the production speeds, and raised costs. Due to delivery delays, Singapore Airlines and Air France debuted their seat designs on different aircraft prior to the A380.
Initial operators typically configured their A380s for three-class service, while adding extra features for passengers in premium cabins. Launch customer Singapore Airlines introduced partly enclosed first-class suites on its A380s in 2007, each featuring a leather seat with a separate bed; center suites could be joined to create a double bed. A year later, Qantas debuted a new first-class seat-bed and a sofa lounge at the front of the upper deck on its A380s, and in 2009, Air France unveiled an upper deck electronic art gallery. In late 2008, Emirates introduced "shower spas" in first class on its A380s allowing each first class passenger five minutes of hot water, drawing on 2.5 tonnes of water, although only 60% of it was used.
Etihad Airways and Qatar Airways also have a bar lounge and seating area on the upper deck, while Etihad has enclosed areas for two people each. In addition to lounge areas, some A380 operators have installed amenities consistent with other aircraft in their respective fleets, including self-serve snack bars, premium economy sections, and redesigned business-class seating.
The Hamburg Aircraft Interiors Expo in April 2015 saw the presentation of an 11-seat row economy cabin for the A380. Airbus is reacting to a changing economy; the recession which began in 2008 saw a drop in market percentage of first class and business seats to six percent and an increase in budget economy travellers. Among other causes is the reluctance of employers to pay for executives to travel in First or Business Class. Airbus' chief of cabin marketing, Ingo Wuggestzer, told Aviation Week and Space Technology that the standard three-class cabin no longer reflected market conditions. The 11-seat row on the A380 is accompanied by similar options on other widebodies: nine across on the Airbus A330 and ten across on the A350.

Integration with infrastructure and regulations

Ground operations
In the 1990s, aircraft manufacturers were planning to introduce larger planes than the Boeing 747. In a common effort of the International Civil Aviation Organization (ICAO) with manufacturers, airports and its member agencies, the "80-metre box" was created, the airport gates allowing planes up to 80 m (260 ft) wingspan and length to be accommodated. Airbus designed the A380 according to these guidelines, and to operate safely on Group V runways and taxiways with a 60 metres (200 ft) loadbearing width. The US FAA initially opposed this, then in July 2007, the FAA and EASA agreed to let the A380 operate on 45 m (148 ft) runways without restrictions. The A380-800 is approximately 30% larger in overall size than the 747-400. Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines. Runways, runway shoulders and taxiway shoulders may be required to be stabilised to reduce the likelihood of foreign object damage caused to (or by) the outboard engines, which are more than 25 m (82 ft) from the centre line of the aircraft, compared to 21 m (69 ft) for the 747-400, and 747-8.
Airbus measured pavement loads using a 540-tonne (595 short tons) ballasted test rig, designed to replicate the landing gear of the A380. The rig was towed over a section of pavement at Airbus's facilities that had been instrumented with embedded load sensors. It was determined that the pavement of most runways will not need to be reinforced despite the higher weight, as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels (that is, its ground pressure is lower). The A380 undercarriage consists of four main landing gear legs and one noseleg (a layout similar to that of the 747), with the two inboard landing gear legs each supporting six wheels.
The A380 requires service vehicles with lifts capable of reaching the upper deck, as well as tractors capable of handling the A380's maximum ramp weight. When using two jetway bridges the boarding time is 45 min, and when using an extra jetway to the upper deck it is reduced to 34 min. The A380 has an airport turnaround time of 90-110 minutes. In 2008, the A380 test aircraft were used to trial the modifications made to several airports to accommodate the type.
Takeoff and landing separation
As of 2023, the A380 is the only aircraft in wake turbulence category Super (J).
In 2005, the ICAO recommended that provisional separation criteria for the A380 on takeoff and landing be substantially greater than for the 747 because preliminary flight test data suggested a stronger wake turbulence. These criteria were in effect while the ICAO's wake vortex steering group, with representatives from the JAA, Eurocontrol, the FAA, and Airbus, refined its 3-year study of the issue with additional flight testing. In September 2006, the working group presented its first conclusions to the ICAO.
In November 2006, the ICAO issued new interim recommendations. Replacing a blanket 10 nautical miles (19 km; 12 mi) separation for aircraft trailing an A380 during approach, the new distances were 6 nmi (11 km; 6.9 mi), 8 nmi (15 km; 9.2 mi) and 10 nmi (19 km; 12 mi) respectively for non-A380 "Heavy", "Medium", and "Light" ICAO aircraft categories. These compared with the 4 nmi (7.4 km; 4.6 mi), 5 nmi (9.3 km; 5.8 mi) and 6 nmi (11 km; 6.9 mi) spacing applicable to other "Heavy" aircraft. Another A380 following an A380 should maintain a separation of 4 nmi (7.4 km). On departure behind an A380, non-A380 "Heavy" aircraft are required to wait two minutes, and "Medium"/"Light" aircraft three minutes for time based operations. The ICAO also recommends that pilots append the term "Super" to the aircraft's callsign when initiating communication with air traffic control, to distinguish the A380 from "Heavy" aircraft.
In August 2008, the ICAO issued revised approach separations of 4 nmi (7.4 km; 4.6 mi) for Super (another A380), 6 nmi (11 km; 6.9 mi) for Heavy, 7 nmi (13 km; 8.1 mi) for medium/small, and 8 nmi (15 km; 9.2 mi) for light. In November 2008, an incident on a parallel runway during crosswinds made the Australian authorities change procedures for those conditions.
Maintenance
As the A380 fleet grows older, airworthiness authority rules require certain scheduled inspections from approved aircraft tool shops. The increasing fleet size (at the time projected to reach 286 aircraft in 2020) cause expected maintenance and modification to cost $6.8 billion for 2015-2020, of which $2.1 billion are for engines. Emirates performed its first 3C-check for 55 days in 2014. During lengthy shop stays, some airlines will use the opportunity to install new interiors.
Operational history
In February 2009, the one millionth passenger was flown with Singapore Airlines and by May of that year 1,500,000 passengers had flown on 4,200 flights. Air France received its first A380 in October 2009. Lufthansa received its first A380 in May 2010. By July 2010, the 31 A380s then in service had transported 6 million passengers on 17,000 flights between 20 international destinations.
Airbus delivered the 100th A380 on 14 March 2013 to Malaysia Airlines. In June 2014, over 65 million passengers had flown the A380, and more than 100 million passengers (averaging 375 per flight) by September 2015, with an availability of 98.5%. In 2014, Emirates stated that its A380 fleet had load factors of 90-100%, and that the popularity of the aircraft with its passengers had not decreased in the past year.
On 16 December 2021, the largest customer Emirates received its 123rd A380 in Hamburg, which was the 251st and the last Superjumbo delivered by Airbus. The airline's strategy has enabled A380 teams to develop new innovations on an ongoing basis and improve the aircraft's operational performance by up to 99.3%, a level never seen before on a quadjet airliner. Many of the innovations developed on the Emirates A380 cabin were a first for Airbus, such as the first class showers, lighting scenarios and the recent premium economy cabin. The close collaboration has shaped the identity of the A380 over the years and continues to transform the passenger experience today.
By December 2021, the global A380 fleet had carried over 300 million passengers to more than 70 destinations and completed more than 800,000 flights over 7.3 million block hours with 99 percent operational reliability and no hull-loss accidents. Over 50% of A380 capacity is from/to/within the Asia-Pacific region, of which around 15% is on regional flights within Asia (OAG 2017).

Variants proposed but not produced

A380F
Airbus offered a cargo aircraft variant, called the A380F, since at least June 2005, capable of transporting a 150 t (330,000 lb) maximum payload over a 5,600 nmi (10,400 km; 6,400 mi) range. It would have had 7% better payload and better range than the Boeing 747-8F, but also higher trip costs. It would have the largest payload capacity of any freighter aircraft except the Antonov An-225 Mriya.
Production was suspended until the A380 production lines had settled, with no firm availability date. The A380F was displayed on the Airbus website until at least January 2013, but was not anymore in April. A patent for a "combi" version was applied for. This version would offer the flexibility of carrying both passengers and cargo, along with being rapidly reconfigurable to expand or contract the cargo area and passenger area as needed for a given flight.
A380 Stretch, A380-900
At launch in December 2000, a 656-seat A380-200 was proposed as a derivative of the 555-seat baseline, called the A380 Stretch.
In November 2007, Airbus top sales executive and chief operating officer John Leahy confirmed plans for another enlarged variant - the A380-900 - with more seating space than the A380-800. The A380-900 would have had a seating capacity for 650 passengers in standard configuration and for approximately 900 passengers in an economy-only configuration. Airlines that expressed an interest in the A380-900 included Emirates, Virgin Atlantic, Cathay Pacific, Air France, KLM, Lufthansa, Kingfisher Airlines, and leasing company ILFC. In May 2010, Airbus announced that A380-900 development would be postponed until production of the A380-800 stabilised.
On 11 December 2014, at the annual Airbus Investor Day forum, Airbus CEO Fabrice Bregier controversially announced, "We will one day launch an A380neo and one day launch a stretched A380". This statement followed speculation sparked by Airbus CFO Harald Wilhelm that Airbus could possibly axe the A380 ahead of its time due to softening demand.
On 15 June 2015, John Leahy, Airbus's chief operating officer for customers, stated that Airbus was again looking at the A380-900 programme. Airbus's newest concept would be a stretch of the A380-800 offering 50 seats more - not 100 seats as originally envisaged. This stretch would be tied to a potential re-engining of the A380-800. According to Flight Global, an A380-900 would make better use of the A380's existing wing.
A380neo
On 15 June 2015, Reuters reported that Airbus was discussing an improved and stretched version of the A380 with at least six customers. The aircraft, called the A380neo, featured new engines and would accommodate an additional fifty passengers. Deliveries to customers were planned for sometime in 2020 or 2021. On 19 July 2015, Airbus CEO Fabrice Brégier stated that the company will build a new version of the A380 featuring new improved wings and new engines. Speculation about the development of a so-called A380neo ("neo" for "new engine option") had been going on for a few months after earlier press releases in 2014, and in 2015, the company was considering whether to end production of the type prior to 2018 or develop a new A380 variant. Later it was revealed that Airbus was looking at both the possibility of a longer A380 in line of the previously planned A380-900 and a new engine version, i.e. A380neo. Brégier also revealed that the new variant would be ready to enter service by 2020. The engine would most likely be one of a variety of all-new options from Rolls-Royce, ranging from derivatives of the A350's XWB-84/97 to the future Advance project due at around 2020.
On 3 June 2016, Emirates President Tim Clark stated that talks between Emirates and Airbus on the A380neo have "lapsed". On 12 June 2017, Fabrice Brégier confirmed that Airbus would not launch an A380neo, stating "...there is no business case to do that, this is absolutely clear." However, Brégier stated it would not stop Airbus from looking at what could be done to improve the performance of the aircraft. One such proposal is a 32 ft (9.8 m) wingspan extension to reduce drag and increase fuel efficiency by 4%, though further increase is likely to be seen on the aircraft with new Sharklets like on the A380plus. Tim Clark stated the proposed re-engining would have offered a 12-14% fuel-burn reduction with an enhanced Trent XWB.
In June 2023, despite A380 production having ceased, Clark renewed his plea for a re-engined A380neo, suggesting that a next-generation Rolls-Royce UltraFan could give a 25% reduction in fuel burn and emissions.
A380plus
At the June 2017 Paris Air Show, Airbus proposed an enhanced variant, called the A380plus, with 13% lower costs per seat, featuring up to 80 more seats through better use of cabin space, split scimitar winglets and wing refinements allowing a 4% fuel economy improvement, and longer aircraft maintenance intervals with less downtime. The A380plus' maximum takeoff weight would have been increased by 3 t (6,600 lb) to 578 t (1,274,000 lb), allowing it to carry more passengers over the same 8,200 nmi (15,200 km; 9,400 mi) range or increase the range by 300 nmi (560 km; 350 mi).
Winglet mockups, 4.7 m (15 ft 5 in) high, were displayed on the MSN04 test aircraft at Le Bourget. Wing twist would have been modified and camber changed by increasing its height by 33 millimetres (1+1⁄4 in) between Rib 10 and Rib 30, along with upper-belly fairing improvements. The in-flight entertainment, the flight management system and the fuel pumps would be from the A350 to reduce weight and improve reliability and fuel economy. Light checks for the A380plus would be required after 1,000 h instead of 750 h and heavy check downtime would be reduced to keep the aircraft flying for six days more per year.

Market

Size
In its 2000 Global Market Forecast, Airbus estimated a demand for 1,235 passenger Very Large Aircraft (VLA), with more than 400 seats: 360 up to 2009 and 875 by 2019. In late 2003, Boeing forecast 320 "Boeing 747 and larger" passenger aircraft over 20 years, close to the 298 orders actually placed for the A380 and 747-8 passenger airliners as of March 2020.
In 2007, Airbus estimated a demand for 1,283 VLAs in the following 20 years if airport congestion remains constant, up to 1,771 VLAs if congestion increases, with most deliveries (56%) in Asia-Pacific, and 415 very large, 120-tonne plus freighters. For the same period, Boeing was estimating the demand for 590 large (747 or A380) passenger airliners and 630 freighters. Estimates for the total over a twenty-year period have varied from 400 to over 1,700.
Frequency and capacity
In 2013, Cathay Pacific and Singapore Airlines needed to balance frequency and capacity. China Southern struggled for two years to use its A380s from Beijing, and finally received Boeing 787s in its base in Guangzhou, but where it cannot command a premium, unlike Beijing or Shanghai. In 2013, Air France withdrew A380 services to Singapore and Montreal and switched to smaller aircraft.
In 2014, British Airways replaced three 777 flights between London and Los Angeles with two A380 per day. Emirates' Tim Clark saw a large potential for East Asian A380-users, and criticised Airbus' marketing efforts. As many business travellers prefer more choices offered by greater flight frequency achieved by flying any given route multiple times on smaller aircraft, rather than fewer flights on larger planes, United Airlines observed the A380 "just doesn't really work for us" with a much higher trip cost than the Boeing 787.
At the A380 launch, most Europe-Asia and transpacific routes used Boeing 747-400s at fairly low frequencies but, since then, routes proliferated with open skies, and most airlines downsized, offering higher frequencies and more routes. The huge capacity offered by each flight eroded the yield: North America was viewed as 17% of the market but the A380 never materialised as a 747 replacement, with only 15 747s remaining in passenger service in November 2017 for transpacific routes, where time zones restrict potential frequency. Consolidation changed the networks, and US majors constrained capacity and emphasised daily frequencies for business traffic with midsize widebodies like the 787, to extract higher yields; the focus being on profits, with market share ceded to Asian carriers.
The 747 was largely replaced on transatlantic flights by the 767, and on the transpacific flights by the 777; newer, smaller aircraft with similar seat-mile costs have lower trip costs and allow more direct routes. Cabin 'densification', to lower unit costs, could aggravate this overcapacity.
Production
In 2005, 270 sales were necessary to attain break-even and with 751 expected deliveries its internal rate of return outlook was at 19%, but due to disruptions in the ramp-up leading to overcosts and delayed deliveries, it increased to 420 in 2006. In 2010, EADS CFO Hans Peter Ring said that break-even could be achieved by 2015 when 200 deliveries were projected. In 2012, Airbus clarified that the aircraft production costs would be less than its sales price.
On 11 December 2014, Airbus chief financial officer Harald Wilhelm hinted the possibility of ending the programme in 2018, disappointing Emirates president Tim Clark. Airbus shares fell down consequently. Airbus responded to the protests by playing down the possibility the A380 would be abandoned, instead emphasising that enhancing the aeroplane was a likelier scenario. On 22 December 2014, as the jet was about to break even, Airbus CEO Fabrice Brégier ruled out cancelling it.
Ten years after its first flight, Brégier said it was "almost certainly introduced ten years too early". While no longer losing money on each plane sold, Airbus admits that the company will never recoup the $25 billion investment it made in the project.
Airbus consistently forecast 1,400 VLA demand over 20-year, still in 2017, and aimed to secure a 50% share, up to 700 units, but delivered 215 aircraft in 10 years, achieving three produced per month but not the four per month target after the ramp-up to achieve more than 350 and is now declining to 0.5 a month. As Boeing see the VLA market as too small to retain in its 2017 forecast, its VP marketing Randy Tinseth does not believe Airbus will deliver the rest of the backlog.
Richard Aboulafia predicted a 2020 final delivery, with unpleasant losses due to "hubris, shoddy market analysis, nationalism and simple wishful thinking". In 2017, the A380 fleet exceeded the number of remaining passenger B747s, which had declined from 740 aircraft when the A380 was launched in 2000 to 550 units when the A380 was introduced in 2007, and around 200 ten years later. However, the market-share battle has shifted to large single-aisles and 300-seat twin-aisles.
Cost
As of 2016, the list price of an A380 was US$432.6 million. Negotiated discounts made the actual prices much lower, and industry experts questioned whether the A380 project would ever pay for itself. The first aircraft was sold and leased back by Singapore Airlines in 2007 to Dr. Peters for $197 million. In 2016, IAG's Willie Walsh said he could add a few, but also that he found the price of new aircraft "outrageous" and would source them from the second-hand market.
AirInsight estimates its hourly cost at $26,000, or around $50 per seat hour (when configured for only 520 seats), which compares to $44 per seat hour for a Boeing 777-300ER, and $90 per seat hour for a Boeing 747-400 as of November 2015. The A380 was designed with large wing and tail surfaces to accommodate a planned stretch; this resulted in a high empty weight per seat. The stretch never occurred to take advantage of this, and the A380's cost-per-seat is expected to be matched by the A350-1000 and 777-9.
Economic aspects
With a theoretical maximum seating capacity of 853 seats, which is not used by any airline, the Airbus A380 consumes 2.4 liters of kerosene per 100 passenger kilometers. This increases with a reduced seating capacity from 555 to 3.5 l/100 pkm and is 5.2 liters of kerosene per 100 passenger kilometers in the smallest possible variant with only 362 seats.
Secondary
As of 2015, several airlines expressed their interest in selling their aircraft, partially coinciding with expiring lease contracts for the aircraft. Several in-service A380s were offered for lease to other airlines. The suggestion prompted concerns on the potential for new sales for Airbus, although these were dismissed by Airbus COO John Leahy who stated that "Used A380s do not compete with new A380s", noting that the second-hand market is more interesting for parties otherwise looking to buy smaller aircraft such as the Boeing 777.
After Malaysia Airlines was unable to sell or lease its six A380s, it decided to refurbish the aircraft with seating for 700 and transfer them to a subsidiary carrier for religious pilgrimage flights. As it started receiving its six A350s to replace its A380s in December 2017, the new subsidiary will serve the Hajj and Umrah market with them, starting in the third quarter of 2018 and could be expanded above six beyond 2020 to 2022. The cabin will have 36 business seats and 600 economy seats, with a 712-seat reconfiguration possible within five days. The fleet could be chartered half the year for the tourism industry like cruise shipping and will be able to operate for the next 40 years if oil prices stay low. As they should be parked by June 2018 before reconfiguration, MAS confirmed the plans and will also use them for peak periods to high traffic markets like London.
In August 2017, it was announced that Hi Fly would lease two used aircraft. The Portuguese ACMI/charter airline will use the aircraft for markets where high capacity is needed and airports where slots are scarce. The first aircraft was scheduled to begin commercial operations during the first quarter of 2018 Hi Fly was to receive its A380s from mid 2018 in a 471-seat configuration: 399 on the main deck, 60 business-class and 12 first-class seats on the upper deck, the Singapore Airlines layout. Hi Fly first used one of their A380s on 1 August 2018 for a one-off flight to enable Thomas Cook Airlines to repatriate passengers from Rhodes to Copenhagen following IT problems in the Greek airport. The same aircraft was then wet-leased to Norwegian to operate its evening London-New York service for several weeks in August 2018, to alleviate availability issues on its Boeing 787s affected by Trent 1000 engine problems; Air Austral also signed a deal to wet-lease an A380 from Hi Fly while one of its 787s is grounded for three months of Trent 1000 inspections. As of December 2019, Hi Fly has leased one used A380.
Amedeo, mainly an A380 lessor and the largest with 22, mostly leased to Emirates, wants to find a use for them after their lease expires from 2022, and study if there is a demand to wet lease them. Swiss aircraft broker Sparfell & Partners plans to convert for head-of-state or VVIP transport some of Dr. Peters' four ex-SIA A380s for under $300 million apiece, less than a new Boeing 777 or Airbus A330. As of November 2018, Air France was planning to return five of its A380s to lessors by the end of 2019 and refurbish its other five with new interiors by 2020 for $51 million per aircraft. By July 2019, Air France revised this plan and intended to phase out all ten of its A380s by 2022 as part of an "accelerated" retirement plan, replacing them with no more than nine twin-engined wide-body aircraft. The A330-900, A350-900 and 787-9 were being evaluated as potential replacements.
Following the cancellation of the programme in February 2019, the residual value of existing aircraft is in doubt. While Amedeo argued that cancellation should benefit the value, this will depend on whether any new airlines are prepared to adopt second-hand A380s, and how many existing users continue to operate the aircraft. Even the teardown value is questionable, in that the engines, usually the most valuable part of a scrap aircraft, are not used by any other models.
Teardown and second-hand market
With four A380s leased to Singapore Airlines having been returned between October 2017 and March 2018, Dr. Peters feared a weak aftermarket and is considering scrapping them, although they are on sale for a business jet conversion, but on the other hand Airbus sees a potential for African airlines and Chinese airlines, Hajj charters and its large Gulf operators. An A380 parted out may be worth $30 million to $50 million if it is at half-life. Teardown specialists have declined offers for several aircraft at part-out prices due to high risk as a secondary market is uncertain with $30 to $40 million for the refurbishment, but should be between $20 and $30 million to be viable.
When the aircraft were proposed to British Airways, Hi Fly and Iran Air, BA did not want to replace its Boeing 747s until 2021, while Iran Air faced political uncertainty and Hi Fly did not have a convincing business case. Consequently, Dr. Peters recommended to its investors on 28 June 2018 to sell the aircraft parts with VAS Aero Services within two years for US$45 million, quickly for components like the landing gear or the APU. Rolls-Royce Trent 900 leasing beyond March 2019 should generate US$480,000 monthly for each aircraft before selling the turbofans by 2020. With a total revenue of US$80 million per aircraft, the overall return expected is 145-155% while 72% and 81% of their debt had already been repaid.
The fifth plane coming back from SIA, owned by Doric, has been leased by Hi Fly Malta with a lease period of "nearly 6 years". Hi Fly Malta became the first operator of second-hand A380 (MSN006). Norwegian Long Haul briefly leased Hi Fly Malta A380 in August 2018, which operated the aircraft following engine problems with their Dreamliner fleet. Norwegian leased the A380 again in late 2018 to help deal with the passenger backlog as a result of the Gatwick Airport drone incident.
Two others returned from Singapore Airlines in the coming weeks (June 2018) but they could stay with an existing Asian A380 flag carrier.
The teardown value includes $32-$33 million from the engines in 2020 and $4 million from leasing them until then, while the value of a 2008 A380 would be $78.4 million in 2020 and its monthly lease in 2018 would be $929,000. The two aircraft have returned 3.8-4.2% per year since 2008 but the 145-155% return is lower than the 220% originally forecast. Of the nearly 500 made, 50 747-400s were sold in the secondary market, including only 25 to new customers. These are among the first A380s delivered, lacking the improvements and weight savings of later ones.
The first two A380s delivered to Singapore Airlines (MSN003 and MSN005) flew to Tarbes, France, to be scrapped. Their engines and some components had been dismantled and removed while the livery was painted over in white.
As of September 2019, Emirates initiated its A380 retirement plan - which will see the type remain in service until at least 2035 - by retiring two aircraft that were due for a major overhaul, and using them as parts donors for the rest of the fleet. Emirates does not see any demand in the second-hand market, but is indifferent in that the retired aircraft have already been fully written down and thus have no residual value. As further aircraft are retired, Emirates-owned airframes will continue to be used for parts, while leased airframes will be returned to the lessors. One such return to lessor Doric was purchased by Emirates for £25.3 million in late 2022, as spare parts.
Orders and deliveries
Fourteen customers have ordered and taken delivery of the A380 as of April 2019. Total orders for the A380 stand at 251 as of November 2019. The biggest customer is Emirates, which has committed to order a total of 123 A380s as of 14 February 2019. One VIP order was made in 2007 but later cancelled by Airbus. The A380F version attracted 27 orders, before they were either cancelled (20) or converted to A380-800 (7) following the production delay and the subsequent suspension of the freighter programme.
Delivery takes place in Hamburg for customers from Europe and the Middle East and in Toulouse for customers from the rest of the world. EADS explained that deliveries in 2013 were to be slowed temporarily to accommodate replacement of the wing rib brackets where cracks were detected earlier in the existing fleet.
In 2013, in expectation of raising the number of orders placed, Airbus announced "attractable discounts" to airlines who placed large orders for the A380. Soon after, at the November 2013 Dubai Air Show, Emirates ordered 150 777X and Etihad Airways ordered 50 aircraft, totalling $20 billion.
In late July 2014, Airbus announced that it had terminated five A380 firm orders from the Japanese low-cost carrier, Skymark Airlines, citing concerns over the airline's financial performance. In 2016, the largest Japanese carrier, All Nippon Airways (ANA), took over three of the orders and the remaining two that were already produced and put into long-term storage were taken up later by the main customer, Emirates Airlines. Qantas planned to order eight more aircraft but froze its order while the airline restructured its operations. Qantas eventually cancelled its order in February 2019 amid doubts over the A380's future.
Amedeo, an aircraft lessor that ordered 20 A380s, had not found a client for the airliner and eventually cancelled their order in 2019. Virgin Atlantic ordered six A380s in 2001 but never took delivery and later cancelled them in 2018.
In June 2017, Emirates had 48 orders outstanding, but due to lack of space in Dubai Airport, it deferred 12 deliveries by one year and would not take any in 2019-20 before replacing its early airliners from 2021. There were open production slots in 2019, and Airbus reduced its production rate in 2017-2018 at 12 per year. The real backlog is much smaller than the official 107 with 47 uncertain orders: 20 commitments for the A380-specialized lessor Amedeo which commits to production only once aircraft are placed, eight for Qantas which wants to keep its fleet at 12, six for Virgin Atlantic which does not want them any more and three ex Transaero for finance vehicle Air Accord.
At its 100th delivery ceremony, Emirates CEO Ahmed bin Saeed Al Maktoum was hoping to order new A380s at the November 2017 Dubai Air Show. Emirates does not need the small front staircase and eleven-abreast economy of the A380plus concept, but wants Airbus to commit to continue production for at least 10 years. On 18 January 2018, Airbus secured a preliminary agreement from Emirates for up to 36 A380s, to be delivered from 2020, valued at $16 billion at list prices. The contract was signed in February 2018, comprising a firm order for 20 A380s and options on 16 more.
In early 2019, Airbus confirmed it was in discussions with Emirates over its A380 contract. If the A380's only stable client were to drop the type, Airbus could cease production of the superjumbo. Emirates is at odds with Rolls-Royce over shortfalls in fuel savings from the Trent 900s, and could switch its order for 36 A380s to the smaller A350. The A350 could also replace its provisional order for 40 Boeing 787-10s, placed in 2017, as engine margins on the 787 are insufficient for the hot Dubai weather.
On 14 February 2019, Emirates decided to cancel its order for 39 planes, opting to replace them with A350s and A330neos. Airbus stated that this cancellation would bring the A380's production to an end when the last unfilled orders are delivered in 2021.
On 21 March 2019, All Nippon Airways received its first of three A380s painted with the Sea Turtle livery. Called the ANA Blue, this A380 will be used for 3 flights a week, going from Tokyo to Honolulu and back.
In October 2021, Emirates announced it would receive its final three A380s to be delivered with the last aircraft in December 2021, thus ending production of the A380.

Timeline

Airbus A380 firm net orders and deliveries
2001 - 2002 - 2003 - 2004 - 2005 - 2006 - 2007 - 2008 - 2009 - 2010 - 2011 - 2012 - 2013 - 2014 - 2015 - 2016 - 2017 - 2018 - 2019 - 2020 - 2021 - Total
Net orders - A380-800 - 78 - - - 34 - 10 - 10 - 24 - 33 - 9 - 4 - 32 - 19 - 9 - 42 - 13 - 2 - - - -2 - 4 - -70 - - - - - 251
_ - A380F - 7 - 10 - - - - - 10 - -17 - -10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0
Deliveries - A380-800 - - - - - - - - - - - - - 1 - 12 - 10 - 18 - 26 - 30 - 25 - 30 - 27 - 28 - 15 - 12 - 8 - 4 - 5 - 251
Operators
There were 234 aircraft (of 251 delivered) in service with 10 operators as of March 2024, with Emirates being the largest operator with 120 A380s in its fleet.
Current operators
All Nippon Airways - 3 currently operated, in service since 24 May 2019
Asiana Airlines - 6 currently operated, in service since 13 June 2014 / To be retired in 2026
British Airways - 12 currently operated, in service since 2 August 2013
Emirates - 123 currently operated, in service since 1 August 2008 / To be retired by 2035
Etihad Airways - 4 currently operated, in service since 27 December 2014
Korean Air - 9 currently operated, in service since 17 June 2011 / To be retired in 2026
Lufthansa - 4 currently operated, in service since 10 June 2011 / To be retired after 2030
Qantas - 10 currently operated, in service since 20 October 2008 / To be retired from 2032
Qatar Airways - 10 currently operated, in service since 10 October 2014 / To be retired
Singapore Airlines - 12 currently operated, in service since 25 October 2007
Former operators
The following airlines did operate A380 aircraft and since phased them out:
Air France - 10 operated from 2009-2020, retired early due to COVID-19
China Southern Airlines - 5 operated from 2011-2022, retired due to high operation costs
Hi Fly Malta - 1 operated from 2018-2020, retired early due to COVID-19
Malaysia Airlines - 6 operated from 2012-2020, retired due to high operation costs
Thai Airways - 6 operated from 2012-2020, retired due to restructuring efforts
Aircraft on display
The fourth test A380 (MSN4) was donated to the Musée de l'air et de l'espace at Le Bourget in 2017. After several months of restoration, it was put on display on the apron in 2018, near the museum's Boeing 747-100, making the museum the first in the world where both large airliners can be seen together.
Donated by Airbus at the same time as A380 MSN4, the second test A380 (MSN2), was donated to the Aeroscopia museum at Toulouse-Blagnac Airport, Toulouse, along with the first Airbus A320 and an Airbus A340, that had also previously been used by the company for test flights.
Incidents
The global A380 fleet has zero fatalities and no hull loss accidents as of December 2023, but was involved in two notable incidents.
On 4 November 2010, Qantas Flight 32, en route from Singapore Changi Airport to Sydney Airport, suffered an uncontained engine failure, resulting in a series of related problems, and forcing the flight to make an emergency landing. The plane safely returned to Singapore. There were no injuries to the passengers, the crew, or people on the ground despite debris falling onto the Indonesian island of Batam. The A380 was damaged sufficiently for the event to be classified as an accident. Qantas subsequently grounded all of its A380s that day subject to an internal investigation taken in conjunction with the engine manufacturer Rolls-Royce plc. A380s powered by Engine Alliance GP7000 were unaffected, but operators of Rolls-Royce Trent 900-powered A380s were affected. Investigators determined that an oil leak, caused by a defective oil supply pipe, led to an engine fire and subsequent uncontained engine failure. Repairs cost an estimated A$139 million (~US$145M). As other Rolls-Royce Trent 900 engines also showed problems with the same oil leak, Rolls-Royce ordered many engines to be changed, including about half of the engines in the Qantas A380 fleet. During the aeroplane's repair, cracks were discovered in wing structural fittings, which also resulted in mandatory inspections of all A380s and subsequent design changes.
On 30 September 2017, Air France Flight 66, an Engine Alliance GP7270 powered Airbus A380, suffered an apparent uncontained engine failure while operating from Paris Charles de Gaulle Airport to Los Angeles International Airport. The aircraft safely diverted to CFB Goose Bay, Canada.
Specifications (A380-800, Trent engines)
(Data from Airbus)
General characteristics
Crew: 2 (cockpit)
Capacity: Passengers: 575 typical, 853 max
Cargo: 175.2 m3 (6,190 cu ft)
Maximum payload 84 t (185,000 lb)
Length: 72.72 m (238 ft 7 in)
Wingspan: 79.75 m (261 ft 8 in) with a wing sweep of 33.5°
Width: 7.14 m (23 ft 5 in)
Height: 24.09 m (79 ft 0 in)
Wing area: 845 m2 (9,100 sq ft)
Empty weight: 285,000 kg (628,317 lb)
Max takeoff weight: 575,000 kg (1,267,658 lb)
Fuel capacity: 253,983 kg (559,937 lb), 323,546 litres (85,472 US gal, 71,173 imp gal)
Powerplant: 4 × Trent 970-84/970B-84 turbofan, 348 kN (78,000 lbf) thrust each 332.44-356.81 kN (74,740-80,210 lbf)
Performance
Cruise speed: 903 km/h (561 mph, 488 kn) Mach 0.85
Range: 14,800 km (9,200 mi, 8,000 nmi)
Service ceiling: 13,000 m (43,000 ft)
VMO: Mach 0.89 (945 km/h; 511 kn; 587 mph) [b]
Landing speed: 138 kn (256 km/h; 159 mph)
Takeoff: 3,000 m (9,800 ft) at MTOW, SL, ISA

Aircraft Type Designations
Variant - Certification - Engine
A380-841 - 12 December 2006 - Trent 970-84/970B-84
A380-842 - 12 December 2006 - Trent 972-84/972B-84
A380-861 - 14 December 2007 - Engine Alliance GP7270

Related development
Airbus A330
Airbus A340
Airbus A350
Aircraft of comparable role, configuration, and era
Boeing 747-8
Boeing 777X
Boeing New Large Airplane (proposal)
McDonnell Douglas MD-12 (proposal)
Sukhoi KR-860 (proposal)
Notes
a) Final assembly in France
b) Max. design speed: Mach 0.96 (1,020 km/h; 551 kn; 634 mph) in dive at cruise altitude

An A380-800 of Emirates, the largest operator of the A380
The double-deck cross-section
Geographical logistics sequence for the A380, with final assembly in Toulouse
Drone footage of a wing being transported from its factory at Broughton, Wales, down the River Dee to Mostyn, and onwards to France, March 2020
A380 components on a barge
The first completed A380 at the "A380 Reveal" event in Toulouse, France, 18 January 2005
A380 prototype on its maiden flight
Flight test engineer's station on the lower deck of A380 F-WWOW
Bare cabin for flight tests with water tanks as ballast
An A380 of launch operator Singapore Airlines
A Lufthansa A380 at its then home base at Frankfurt Airport in 2011
A6-EVS, the last A380 to roll off the production line at Toulouse, photographed at Heathrow Airport on 19 November 2022 (this aircraft, serial number 272, entered service with Emirates on 16 December 2021)
The characteristic ovoid fuselage
An Engine Alliance GP7200 engine waiting to be installed
Planform view showing moderate wing aspect ratio and the undercarriage
Composite photo of a structural loading test on the left wing box
A380 flight deck
A380 20-wheel main landing gear
Ten-abreast old economy class seating on the main deck on an Emirates A380
Emirates A380's old business class
Etihad Airways A380's The Residence suite
Emirates A380's onboard lounge and bar
Emirates A380's shower and spa
Aircraft ground handling with separate jetways for the main and upper decks, and ground support equipment on a Qatar Airways A380
Wingtip vortex left behind from an Emirates A380
The A380F, a cargo variant of the A380, was planned but postponed after 2005 and never built
The winglet (mockup) on the A380plus
Singapore Airlines, Qantas, and Emirates A380 tails at Heathrow Airport
The sole Hi Fly A380 at the 2019 Paris Air Show
Co-branding with Airbus branding along with customer airlines' logos on an A380 fuselage during the 2011 MAKS air show
One of the three different A380 ANA 'Flying Honu' liveries (Honu: sea turtle)
Emirates is the largest A380 operator, with the final two of 123 ordered units delivered in December 2021 as the last A380 deliveries overall
Side view of an Emirates A380
Layout of A380-800, 519 seat configuration (331 lower, 188 upper)

Airbus A400M Atlas

A400M Atlas
Role - Strategic/tactical airlift / Aerial refueling
Manufacturer - Airbus Defence and Space
First flight - 11 December 2009
Introduction - 2013
Status - In service
Primary users - German Air Force / French Air and Space Force / Royal Air Force / Spanish Air and Space Force
Produced - 2007-present
Number built - 124 as of 31 March 2024

The Airbus A400M Atlas [nb 1] is a European four-engine turboprop military transport aircraft. It was designed by Airbus Military, now Airbus Defence and Space, as a tactical airlifter with strategic capabilities to replace older transport aircraft, such as the Transall C-160 and the Lockheed C-130 Hercules. The A400M is sized between the C-130 and the Boeing C-17 Globemaster III. It can carry heavier loads than the C-130 and can use rough landing strips. In addition to its transport capabilities, the A400M can perform aerial refueling and medical evacuation when fitted with appropriate equipment.
The A400M's maiden flight, originally planned for 2008, took place on 11 December 2009 from Seville Airport, Spain. Between 2009 and 2010, the A400M faced cancellation as a result of development programme delays and cost overruns; however, the customer nations chose to maintain their support for the project. A total of 174 A400M aircraft had been ordered by eight nations by July 2011. In March 2013, the A400M received European Aviation Safety Agency (EASA) certification. The first aircraft was delivered to the French Air Force in August 2013.

Development

Origins
The project has its origins in the Future International Military Airlifter (FIMA) group, established in 1982 as a joint venture between Aérospatiale, British Aerospace (BAe), Lockheed, and Messerschmitt-Bölkow-Blohm (MBB) with the goal of developing a replacement for both the C-130 Hercules and Transall C-160. Varying requirements and the complications of international politics meant that progress on the initiative was slow. In 1989, Lockheed decided to withdraw from the grouping. Lockheed independently developed an upgraded Hercules, the C-130J Super Hercules. With the addition of Alenia of Italy and CASA of Spain, the FIMA group became Euroflag.
Project management evaluated twin and quad turbofan engine configurations, a quad propfan configuration, and a quad turboprop configuration, eventually settling on the turboprop option. Since no existing turboprop engine in the western world was powerful enough to reach the projected cruise speed of Mach 0.72, a new engine design was required. Originally, the SNECMA M138 turboprop, based on the M88 turbofan core was selected, but this powerplant was found to be incapable of satisfying the requirements. In April 2002, Airbus Military issued a new request for proposal (RFP), which Pratt & Whitney Canada with the PW180 and Europrop International answered. In May 2003, Airbus Military selected the Europrop TP400-D6. United Technologies alleged that the selection was a result of political interference.
A Europrop partner executive said in April 2003 that Airbus was close to selecting the P&WC offer, claiming it was more than ˆ400 million (US$436.7 million) cheaper than Europrop's bid. As the original deadline for the engine decision passed, Airbus CEO Noel Forgeard said P&WC's bid was nearly 20 percent less expensive and declared that "As of today Pratt and Whitney is the winner without doubt, a much lower offer could make us change our minds.", inviting Europrop to revise its offering, which it reportedly reduced in price by 10 or 20 percent. A later report described the revised bid as exceeding P&WC's bid by ˆ120 million.
The original partner nations were France, Germany, Italy, Spain, the United Kingdom, Turkey, Belgium, and Luxembourg. These nations decided to charge the Organisation for Joint Armament Cooperation (OCCAR) with the management of the acquisition of the A400M. Following the withdrawal of Italy and revision of procurement totals, the revised requirement was for 180 aircraft. The first flight was forecast to occur in 2008 and the first delivery in 2009. In April 2005, South Africa joined the programme, with the Denel Saab Aerostructures receiving a contract for fuselage components. Malaysia is the second country outside Europe to be involved. Malaysia through CTRM is responsible for manufacturing composite aero components for the aircraft.
The A400M is positioned as an intermediate size and range between the Lockheed C-130 and the Boeing C-17, carrying cargo too large or too heavy for the C-130, while able to use rough landing strips.
Delays and problems
In January 2009, EADS announced that the first delivery was postponed from 2009 until at least 2012, and indicated that it wanted to renegotiate. EADS maintained the first deliveries would begin three years after the first flight. In January 2009, Financial Times Deutschland reported that the A400M was overweight by 12 tons and may not meet a key performance requirement, the ability to airlift 32 tons. Sources told FTD that it could only lift 29 tons, insufficient to carry an infantry fighting vehicle like the Puma. In response to the report, the chief of the German Air Force stated: "That is a disastrous development," and could delay deliveries to the German Air Force (Luftwaffe) until 2014. The Initial Operational Capability (IOC) for the Luftwaffe was later delayed and alternatives, such as a higher integration of European airlift capabilities, were studied.
On 29 March 2009, Airbus CEO Tom Enders told Der Spiegel that the programme may be abandoned without changes. OCCAR reminded participating countries that they could terminate the contract before 31 March 2009. In April 2009, the South African Air Force announced that it was considering alternatives to the A400M due to delays and increased cost. On 5 November 2009, South Africa announced the order's cancellation. On 12 June, The New York Times reported that Germany and France had delayed a decision whether to cancel their orders for six months while the UK planned to decide in late June. The NYT also quoted a report to the French Senate from February 2009, noting: "the A400M is ˆ5 billion over budget, 3 to 4 years behind schedule, [and] aerospace experts estimate it is also costing Airbus between ˆ1 billion and ˆ1.5 billion a year".
In 2009, Airbus acknowledged that the programme was expected to lose at least ˆ2.4 billion and could not break even without export sales. A PricewaterhouseCoopers audit projected that it would run ˆ11.2 billion over budget, and that corrective measures would result in an overrun of ˆ7.6 billion. On 24 July 2009, the seven European nations announced that the programme would proceed and formed a joint procurement agency to renegotiate the contract. On 9 December 2009, the Financial Times reported that Airbus requested an additional ˆ5 billion subsidy. In January 2010, Airbus repeated that the A400M may be scrapped, costing it ˆ5.7 billion unless ˆ5.3 billion was added by partner governments, delays had already increased its budget by 25%. Airbus executives reportedly regarded the A400M as competing for resources with the A380 and A350 XWB programmes.
In June 2009, Lockheed Martin said that both the UK and France had requested details on the C-130J as an alternative to the A400M. In 2011, the ADS Group warned that shifting British orders to American aircraft for short term savings would cost more in missed business, stating that A400M technologies would be a bridge to a new generation of civil aircraft.
In November 2010, Belgium, Britain, France, Germany, Luxembourg, Spain and Turkey finalised the contract and agreed to lend Airbus Military ˆ1.5 billion. The programme was then at least three years behind schedule. The UK reduced its order from 25 to 22 aircraft and Germany from 60 to 53, decreasing the total order from 180 to 170.
In 2013, France's budget for 50 aircraft was ˆ8.9bn (~US$11.7bn) at a unit cost of ˆ152.4m (~US$200m), or ˆ178m (~US$235m) including development costs. The 2013 French White Paper on Defence and National Security cut the tactical transport aircraft requirement from 70 to 50. As the A400M was unable to perform helicopter in-flight refuelling, France announced in 2016 that it would purchase four C-130Js. In July 2016, French aerospace laboratory ONERA confirmed successful wind tunnel trials of a 36.5 m (120 ft) hose and drogue configuration that permits helicopter refuelling. Prior tests found instability in the intended 24 m (80 ft) hose due to vortices generated by the spoilers, deployed to achieve 108-130 kt air speed.
On 1 April 2016, ADS stated it was addressing production faults affecting 14 propeller gearboxes (PGBs) produced by Italian supplier Avio Aero in early 2015. The issue, involving a heat treatment process that weakened the ring gear, affected no other PGBs; the units involved needed changing. Airbus noted: "pending full replacement of the batch, any aircraft can continue to fly with no more than one affected propeller gearbox installed and is subject to continuing inspections." Another PGB issue involved input pinion plug cracking, which could release small metallic particles into the oil system, which is safeguarded by a magnetic sensor. Only engines 1 and 3, which have propellers that rotate to the right, were affected. The European Aviation Safety Agency (EASA) issued an Airworthiness Directive mandating immediate on-wing inspection, followed by replacement if evidence of damage is found. On 27 April 2016, Airbus warned there may be a substantial PGB repair cost. An interim PGB fix was certified in July 2016, greatly extending inspection intervals.
In May 2016, Airbus confirmed that a cracking behaviour identified during quality control checks in 2011 was found in a French A400M's fuselage part. Not impacting safety, it could be repaired during regular maintenance/upgrade schedules. The aluminium-zinc alloy, known as 7000 series, was used in several central frames. Its chemistry, along with environmental conditions, led to crack propagation. The alloy was excluded from future aircraft. A retrofit to remove it from early A400Ms was considered, which could take up to seven months.
On 29 May 2016, Enders conceded in an interview published in Bild am Sonntag that some of the "massive problems" of the A400M were of Airbus' own making: "We underestimated the engine problems ... Airbus had let itself be persuaded by some well-known European leaders into using an engine made by an inexperienced consortium." Furthermore, it had assumed full responsibility for the engine. On 27 July 2016, Airbus confirmed that it took a $1 billion charge over delivery issues and export prospects. Enders stated: "Industrial efficiency and the step-wise introduction of the A400M's military functionalities are still lagging behind schedule and remain challenging."
Flight testing
Before the first flight, required airborne test time on the Europrop TP400 engine was gained using a C-130 testbed aircraft, which first flew on 17 December 2008. On 11 December 2009, the A400M's maiden flight was carried out from Seville. In April 2010, the second A400M made its first flight. In July 2010, the third A400M took to the air, at which point the fleet had flown 400 hours over more than 100 flights. In July 2010, the A400M passed ultimate-load testing of the wing. In October 2010, Airbus announced the start of refuelling and air-drop tests. By October 2010, the A400M had flown 672 hours of the 2,700 hours expected to reach certification. In November 2010, the first paratroop jumps were performed. Enders and A400M project manager Bruno Delannoy were among the skydivers.
In late 2010, simulated icing tests were performed on the MSN1 flight test aircraft using devices installed on the wing's leading edges. These revealed an aerodynamic issue causing horizontal tail buffeting, resolved via a six-week retrofit to install anti-icing equipment fed with bleed air. Production aircraft are similarly fitted. Winter tests were done in Kiruna, Sweden in February 2011. In March 2012, high altitude start and landing tests were performed at La Paz at 4,061.5 m (13,325 ft) and Cochabamba at 2,548 m (8,360 feet) in Bolivia.
By April 2011, a total of 1,400 flight hours over 450 flights had been achieved. In May 2011, the TP400-D6 engine received certification from the EASA. In May 2011, the A400M fleet had totaled 1,600 hours over 500 flights. By September 2011, the total increased to 2,100 hours and 684 flights. Due to a gearbox problem, an A400M was shown on static display instead of a flight demonstration at the 2011 Paris Air Show. By October 2011, the total flight hours had reached 2,380 over 784 flights.
In May 2012, the MSN2 flight test aircraft was due to spend a week conducting unpaved runway trials on a grass strip at Cottbus-Drewitz Airport in Germany. Testing was cut short on 23 May, when, during a rejected takeoff test, the left side main wheels broke through the runway surface. Airbus Military stated that it found the aircraft's behaviour was "excellent". The undamaged aircraft returned to Toulouse.
At the 2012 Royal International Air Tattoo, the aircraft was officially named "Atlas".
In March 2013, the A400M was granted type certification by the EASA, clearing its entry to service.
Production and delivery
Assembly of the first A400M began at the Seville plant of EADS Spain in early 2007. Major assemblies built at other facilities abroad were brought to the Seville facility by Airbus Beluga transporters. In February 2008, four Europrop TP400-D6 flight test engines were delivered for the first A400M. Static structural testing of a test airframe began in March 2008 in Spain. By 2010, Airbus planned to manufacture 30 aircraft per year. The Turkish partner, Turkish Aerospace Industries, delivered the first A400M component to Bremen in 2007.
The first flight, originally scheduled for early 2008, was postponed due to delays and financial pressures. EADS announced in January 2008 that engine issues had been responsible for the delay. The rescheduled first flight, set for July 2008, was again postponed. Civil certification under EASA CS-25 was followed by certification for military uses. In June 2008, the A400M was rolled out in Seville at an event presided by King Juan Carlos I of Spain.
On 12 January 2011, serial production began. In August 2013, the first A400M was delivered to the French Air Force. It was formally handed over during a ceremony in September 2013. In August 2013, the first Turkish A400M conducted its maiden flight from Seville. In March 2015, Malaysia received its first A400M.
In May 2015, it was revealed that the member nations had created a Programme Monitoring Team (PMT) to review and monitor progress in the A400M's development and production. The PMT inspects the final assembly line in Seville and other production sites. Early conclusions observed that Airbus lacked an integrated approach to production, development and retrofits, treating these as separate programmes.
On 9 May 2015, an A400M crashed in Seville on its first test flight. Germany, Malaysia, Turkey and UK suspended flights during the investigation. Initial focus was on whether the crash was caused by new fuel supply management software for trimming the fuel tanks to enable certain manoeuvres; Airbus issued an update instructing operators to inspect all Engine Control Units (ECUs). A key scenario examined by investigators is that the torque calibration parameter data was accidentally wiped on three engines during software installation, preventing FADEC operations. On 3 June 2015, Airbus announced that investigators had confirmed "that engines one, two and three experienced power frozen after lift-off and did not respond to the crew's attempts to control the power setting in the normal way".
On 11 June 2015, Spain's Ministry of Defence announced that prototypes could restart test flights and that further permits could be granted soon. The RAF lifted its suspension on A400M flights on 16 June 2015, followed the next day by the Turkish Air Force. On 19 June 2015, deliveries restarted. In June 2016, the French Air Force accepted its ninth A400M, the first capable of conducting tactical tasks such as airdropping supplies. The revised standard includes the addition of cockpit armour and defensive aids system equipment, plus clearance to transfer and receive fuel in-flight.
Design
The Airbus A400M provides substantial improvements to payload, range, internal volume and operational capacity over the Transall C-160 and Lockheed C-130 that it replaces or augments. It can carry up to 37 metric tons (41 short tons) over 2,000 nmi (3,700 km; 2,300 mi). The cargo box is 17.71 m (58.1 ft) long excluding ramp, 4.00 m (13.12 ft) wide, and 3.85 m (12.6 ft) high (or 4.00 m (13.12 ft) aft of the wing). and can be configured to transport cargo, military personnel, drop paratroops, conduct medical evacuations or carry out aerial refuelling. It can operate out of short, soft landing strips and fly long-range cargo. A typical cargo load might include six Land Rovers and their trailers, or two light armoured vehicles, or a dump truck and excavator, or a Patriot missile system, or a Puma or Cougar helicopter, or a truck and 25-ton trailer.
It features a fly-by-wire flight control system with sidestick controllers and flight envelope protection. Like other Airbus aircraft, the A400M has a full glass cockpit. Most systems are loosely based on those of the A380, but modified for the military mission. The hydraulic system has dual 207 bar (3,000 psi) channels powering the primary and secondary flight-control actuators, landing gear, wheel brakes, cargo door and optional hose-and-drogue refuelling system. As with the A380, there is no third hydraulic system. Instead, there are two electrical systems. One is a set of dual-channel electrically powered hydraulic actuators, the other an array of electrically/hydraulically powered hybrid actuators. The dissimilar redundancy provides more protection against battle damage.
More than 30 percent of the airplane's structure is made of composite materials. The 42.4 m (139 ft) span wing is primarily made of carbon fibre reinforced plastic components, including the wing spars, the 19 m (62 ft) long, 12-14 mm (0.47-0.55 in) thick wingskins, and other parts. The wing weighs about 6,500 kg (14,330 lb), and it can carry and lift up to 25,000 kg (55,116 lb) of fuel. It has an aspect ratio of 8.1, a wide chord of 5.6 m (18 ft), and a sweep angle of 15 degrees at 25 percent mean aerodynamic chord.
The A400M has a T-tail empennage. Its vertical stabilizer is 8.02 m (26.3 ft) tall. The horizontal stabilizer spans 19.03 m (62.4 ft), with a sweep of 32.5 degrees.
The Ratier-Figeac FH385 propellers turn counterclockwise and the FH386 clockwise. The eight-bladed scimitar propellers are made from a woven composite material. It is powered by four Europrop TP400-D6 engines rated at 8,250 kW (11,000 hp) each. The TP400-D6 engine is the most powerful turboprop engine in the West to enter operational use.
The pair of propellers on each wing turn in opposite directions, with the tips of the propellers advancing from above towards the midpoint between the two engines. This is in contrast to the overwhelming majority of multi-engine propeller driven aircraft where all propellers turn in the same direction. The counter-rotation is achieved by the use of a gearbox fitted to two of the engines, and only the propeller turns in the opposite direction. All four engines are identical and turn in the same direction. This eliminates the need to have two different "handed" engines on stock for the same aircraft, simplifying maintenance and supply costs. This configuration, dubbed down between engines (DBE), allows it to produce more lift and lessens the torque and prop wash on each wing. It also reduces yaw in the event of an outboard engine failure. Due to these benefits, the vertical stabilizer can be reduced by 17 percent in size, while the size of the horizontal stabilizer can be shrunk by 8 percent.
A forward-looking infrared enhanced vision system (EVS) camera provides an enhanced terrain view in low-visibility conditions. The EVS imagery is displayed on the HUD for low altitude flying, demonstrating its value for flying tactical missions at night or in cloud. EADS and Thales provides the new Multi-Colour Infrared Alerting Sensor (MIRAS) missile warning sensor for the A400M.
The A400M has a removable refuelling probe mounted above the cockpit, allowing it to receive fuel from drogue-equipped tankers. Optionally, the receiving probe can be replaced with a fuselage-mounted UARRSI receptacle for receiving fuel from boom equipped tankers. It can act as a tanker when fitted with two wing mounted hose and drogue under-wing refuelling pods or a centre-line Hose and Drum unit. The refuelling pods can transfer fuel to other aircraft at a rate of 2,640 lb/min (20.0 kg/s).
The A400M features deployable baffles in front of the rear side doors, intended to give paratroops time to get clear of the aircraft before they are hit by the slipstream.
Operational history
On 29 December 2013, the French Air Force performed the A400M's first operational mission: an aircraft flew to Mali in support of Operation Serval.
On 10 September 2015, the RAF was declared the A400M fleet leader in terms of flying hours, with 900 hours flown over 300 sorties, achieved by a fleet of four aircraft. Sqn. Ldr. Glen Willcox of the RAF's Heavy Aircraft Test Squadron confirmed that reliability levels were high for an aircraft so early in its career, and that night vision goggle trials, hot and cold soaking, noise characterization tests and the first tie-down schemes for cargo had already been completed. In March 2015, the RAF's first operational mission occurred, flying cargo to RAF Akrotiri, Cyprus.
In September and October 2017, A400Ms from France, Germany and the UK participated in the disaster relief operations following Hurricane Irma in the Caribbean, delivering a Puma helicopter, food, water and other aid supply, and evacuating stranded people.
In July 2018, the German Luftwaffe used an A400M in combat conditions for the first time, transporting 75 soldiers from Wunstorf to Mazar-i-Sharif. German Air Force Inspector Ingo Gerhartz called this a "milestone" because it was the first such mission in an active war zone and showed that the armoring kit was fully functional.
In September 2018, the French Air and Space Force announced that they had logged 10,000 flying hours with their fleet of 14 A400Ms, mostly flying supply missions for Operation Barkhane.
The German government had planned to sell the last 13 A400Ms out of its order of 53 aircraft but failed to attract any buyers. Instead, the government decided to employ them in service. During a visit to the Wunstorf Air Base in January 2019, the German Minister of Defence Ursula von der Leyen announced that the 13 A400Ms will be used to form a multinational airlift wing. Due to a lack of space at Wunstorf and for greater flexibility, the future air wing will be based at Lechfeld Air Base in southern Germany.
In 2019, a German A400M tanker replaced the Airbus A310 MRTT deployed to Muwaffaq Salti Air Base in Jordan, to refuel allied aircraft as part of the German intervention against ISIL.
In August 2021, a total of 25 A400Ms were deployed by Belgium, France, Germany, Spain, Turkey and the UK to assist in the Kabul Airport evacuations. German A400Ms evacuated 5,347 people over the course of 35 flights.

Exports

Chile
In July 2005, the Chilean Air Force signed a Memorandum of understanding for three aircraft, but no order was placed. Chile began talks on buying the Brazilian Embraer KC-390.
Czech Republic
In February 2017, the Czech Ministries of Defence stated they were interested in a joint lease of A400Ms from Germany.
Hungary
In September 2020, Hungary was named as the first partner of the Multinational Air Transport Unit to be established at Lechfeld Air Base, with 10 A400Ms contracted to Germany.
Indonesia
In January 2017, Indonesia approved the acquisition of five A400Ms to boost Indonesia's military airlift capabilities. In March 2017, a letter of intent with Airbus was signed by Pelita Air Services, representing a consortium of Indonesian aviation companies. In March 2018, the Indonesian Air Force and state entity Indonesia Trading Company (ITC) announced they were considering ordering two A400Ms, which would be crewed by the Indonesian Air Force and act in an air freight role helping to balance the prices of goods across the archipelago. The parties were interested in the aircraft's ability to operate from rough landing strips, where a normal air freighter could not, as well as the possibility of industrial offsets. In November 2021, Airbus confirmed that the Indonesian Ministry of Defense had signed a deal with Airbus for two A400Ms, with an option, in the form of a letter of intent, for four additional aircraft. In December 2022, Airbus announced that the contract has been finalised, the first delivery is expected in 2026.
Kazakhstan
In September 2021, Kazakhstan signed an agreement with Airbus to buy two A400Ms for the Kazakh Air Defense Forces. On 5 April 2024, the first aircraft was rolled out at the A400M Final Assembly building in Seville. It is expected to be delivered to Kazakhstan before 2025.
Malaysia
In December 2005, the Royal Malaysian Air Force ordered four A400Ms to supplement its fleet of C-130 Hercules.
South Africa
In December 2004, South Africa announced it would purchase eight A400Ms at a cost of approximately ˆ837 million, with the nation joining the Airbus Military team as an industrial partner. Deliveries were expected from 2010 to 2012. In 2009, South Africa cancelled all eight aircraft, citing increasing costs. In November 2011, Airbus Military reached an agreement to refund pre-delivery payments worth ˆ837 million to Armscor.
South Korea
In February 2019, South Korea's Defense Acquisition Program Administration (DAPA) confirmed a proposal from Spain to swap an undetermined number of KAI T-50 Golden Eagles and KAI KT-1 Woongbi trainers for A400M airlifters.
Variants
A400M Grizzly - five prototype and development aircraft, a sixth aircraft was cancelled.
A400M-180 Atlas - production variant.

Operators

A400M operators as of 21 July 2022
Date - Country - Orders - Deliveries - Date of service entry - Notes
27 May 2003 - Germany - 53 - 37 - December 2014 - Order reduced from 60 to 53 (plus 7 options), and will integrate 10 into an international transport alliance.
27 May 2003 - France - 50 - 23 - August 2013 - _
27 May 2003 - Spain - 27 - 13 - November 2016 - Original budget of ˆ3,453M increased to ˆ5,493M in 2010. Delivery of 13 aircraft has been delayed until 2025-2030.
27 May 2003 - United Kingdom - 22 - 22 - November 2014 - Initial order reduced from 25 to "at least 22". A purchase of additional aircraft is planned for the late 2020s.
27 May 2003 - Turkey - 10 - 10 - April 2014 - Turkey completes its A400M fleet with 10th delivery.
27 May 2003 - Belgium - 7 - 6 - December 2020 - _
27 May 2003 - Luxembourg - 1 - 1 - October 2020 - Stationed in Belgium as a part of a bi-national fleet.
8 December 2005 - Malaysia - 4 - 4 - March 2015 - First non-NATO country to purchase the A400M. Final A400M delivered in March 2017.
1 September 2021 - Kazakhstan - 2 - 0 - Expected 2024 - Deliveries scheduled from 2024.
18 November 2021 - Indonesia - 2 (4 options) - 0 - Expected 2026 - Two A400Ms in MRTT configuration were ordered to boost the country's military airlift and aerial refueling capabilities; a letter of intent contains options for four additional aircraft.
Total - - 178 - 110 - - _
Accidents
An A400M crashed on 9 May 2015, when aircraft MSN23, on its first test flight crashed shortly after take-off from San Pablo Airport in Seville, Spain, killing four Spanish Airbus crew and seriously injuring two others. Once airborne, the crew contacted air traffic controllers just before the crash about a technical failure, before colliding with an electricity pylon while attempting an emergency landing. The crash was attributed to the FADEC system being unable to read engine sensors properly due to an accidental file-wipe, resulting in three of its four engines remaining in "idle" mode during takeoff.
Specifications
(Data from Airbus Defence & Space specifications)
General characteristics
Crew: 3 or 4 (2 pilots, 3rd optional, 1 loadmaster)
Capacity: 37,000 kg (81,600 lb)
116 fully equipped troops / paratroopers
up to 66 stretchers accompanied by 25 medical personnel
cargo compartment: width 4.00 m (13.12 ft) x height 3.85 m (12.6 ft) x length 17.71 m (58.1 ft) (without ramp 5.40 m (17.7 ft))
Length: 45.1 m (148 ft 0 in)
Wingspan: 42.4 m (139 ft 1 in)
Height: 14.7 m (48 ft 3 in)
Wing area: 225.1 m2 (2,384 sq ft)
Empty weight: 78,600 kg (173,283 lb)
Max takeoff weight: 141,000 kg (310,852 lb)
Fuel capacity: 50,500 kg (111,300 lb) internal fuel
Max landing weight: 123,000 kg (271,000 lb)
Powerplant: 4 × Europrop TP400-D6 turboprop, 8,200 kW (11,000 hp) each
Propellers: 8-bladed Ratier-Figeac variable pitch propellers with feathering and reversing capability [nb 2], 5.3 m (17 ft 5 in) diameter
Performance
Maximum speed: Mach 0.72
Cruise speed: 781 km/h (485 mph, 422 kn) at 9,450 m (31,000 ft)
Initial cruise altitude: 9,000 m (29,000 ft) at MTOW
Range: 3,300 km (2,100 mi, 1,800 nmi) at max payload [nb 3]
Range with 30-tonne payload: 4,500 km (2,450 nmi)
Range with 20-tonne payload: 6,400 km (3,450 nmi)
Ferry range: 8,700 km (5,400 mi, 4,700 nmi)
Service ceiling: 12,200 m (40,000 ft)
Wing loading: 637 kg/m2 (130.4 lb/sq ft)
Tactical takeoff distance: 980 m (3,215 ft) [nb 4]
Tactical landing distance: 770 m (2,530 ft) [nb 4]
Turning radius (ground): 28.6 m

Aircraft of comparable role, configuration, and era
Antonov An-70 - Ukrainian/Russian military transport aircraft prototype by Antonov
Embraer C-390 Millennium - Brazilian military transport aircraft/tanker
Ilyushin Il-76 - Russian heavy military transport aircraft
Kawasaki C-2 - Japanese military transport aircraft
Xi'an Y-20 - Chinese military transport aircraft
Lockheed C-130 Hercules - American military transport aircraft
Lockheed Martin C-130J Super Hercules - Military transport aircraft
Notes
a) named after the Greek mythological figure
b) FH385 anticlockwise on engines 2 and 4, FH386 clockwise on engines 1 and 3)
c) long range cruise speed; reserves as per MIL-C-5011A)
d) aircraft weight 100 tonnes (98 long tons; 110 short tons), soft field, ISA, sea level

A German Air Force A400M in flight
The A400M (third from top) and aircraft it is intended to replace or complement: C-130 (top), C-130J-30 and C-17 (bottom)
An A400M viewed from below
The first A400M during the world presentation in Seville, June 2008
The first A400M during its fourth flight in January 2010
An A400M demonstrator arrives for the 2019 RIAT, England
An A400M cargo compartment
Cockpit with side-stick and glass cockpit avionics
A Hamilton Sundstrand propeller for the A400M at the Paris Air Show, 2009
A400M showing its counter-rotating propellers on each wing
A French A400M performs airdrops during Exercise Mobility Guardian 2017
A German A400M refuels a US Navy F/A-18E Super Hornet patrolling NATO airspace during the 2022 Russian invasion of Ukraine
RAF A400M Atlas takes off from a beach at Pembrey Sands, South Wales in May 2017
Royal Malaysian Air Force A400M
Airbus A400M silhouettes
The operational range of an A400M with 20-tonne (44,000 lb) and 30-tonne (66,000 lb) payloads, flown from Paris, France

EADS CASA C-295
(EADS CASA C-295 AEW)

C-295
Role - Military transport aircraft
Manufacturer - CASA / EADS / Airbus Defence and Space / Indonesian Aerospace / Tata Advanced Systems
First flight - 28 November 1997
Introduction - 2001
Status - In service
Primary users - Egyptian Air Force / Polish Air Force / Royal Canadian Air Force / Spanish Air and Space Force
Produced - 1997-present
Number built - 218
Developed from - CASA/IPTN CN-235

The Airbus C295 (previously CASA C-295) is a medium tactical transport aircraft that was designed and initially manufactured by the Spanish aerospace company CASA, which is now part of the European multinational Airbus Defence and Space division.
Work on what would become the C-295 was started during the 1990s as a derivative of the successful CASA/IPTN CN-235 transport aircraft. On 28 November 1997, the prototype performed its maiden flight; quantity production commenced shortly thereafter. In April 1999, the Spanish Air Force became its launch customer with an order for nine military-configured C-295s; two years later, the type was declared operational with the service. Further orders for the C-295 would promptly follow. Following the incorporation of CASA into the pan-European aeronautical group EADS in 2000, it was redesignated as the EADS CASA C-295. EADS rebranded itself as Airbus in 2015.
Both manufacturing and final assembly of the C-295 is normally performed at the Airbus Defence and Space facilities in San Pablo Airport, located in Seville, Spain. Additional manufacturing arrangements have been agreed with some customers. Since 2011, Indonesian Aerospace has produced the CN-295 under license at their facilities in Bandung, Indonesia, via an industrial collaboration with Airbus Defence & Space. During 2021, it was agreed that, as a part of a larger purchase, a batch of 40 C-295s would be license-manufactured in India by Tata Advanced Systems.
Beyond its use as a tactical transporter, the C-295 is capable of performing a wide variety of missions effectively. These include parachute and cargo dropping, electronic signals intelligence (ELINT), medical evacuation (MEDEVAC), and maritime patrol. Some of the equipment for adapting the aircraft to performing various roles has been mounted onto pallets, allowing for its rapid installation and removal. On account of the lack of sales achieved by the CN-235 in the commercial aviation segment, although civil certification was obtained as to facilitate its use by government agencies, a commercial version of the C-295 was not pursued for some time by the company. It was not until 2017, over a decade after military-orientated C-295s had entered regular service, that the first contract for a civilian C-295 was finalised.
The C-295 has been acquired by multiple nations including India, Spain, Egypt, Poland, Canada, Brazil, Mexico, Portugal and others.

Development

Initial development
During November 1996, the Spanish aerospace company CASA formally started development work on the C-295. It was derived from the CASA/IPTN CN-235, a Spanish-Indonesian transport aircraft; its principal differences were its stretched fuselage, a 50% increase in payload capacity and the adoption of more powerful Pratt & Whitney Canada PW127G turboprop engines. On 28 November 1997, the first prototype made its maiden flight. During April 1999, it was announced that the C-295's first order had been placed by the Spanish Air Force, which sought nine military transport aircraft. During December 1999, it was certificated as airworthy by both the Spanish Dirección General de Aviación Civil and the American Federal Aviation Administration. In November 2001, deliveries began to the Spanish Air Force.
Further development
During June 2012, Airbus Military announced several enhancements to the base C-295 design, changes included the adoption of winglets and an ability to carry the Marte anti-ship missile; a dedicated airborne early warning and control variant was also planned. In November 2015, a C-295 successfully demonstrated a new self-protection suite, which incorporated elements such as directional infrared countermeasures from Elbit Systems and infrared passive airborne warning system. During January 2016, Airbus was in the process of developing a new probe-and-drogue aerial refuelling rig to be optionally installed in the centerline of the C295, facilitating the aerial refuelling of helicopters. Furthermore, the company was also implementing flap optimisations and other modifications upon the type to enable it to perform extremely short takeoff and landing capabilities. In November 2019, it was announced that Airbus had selected Collins Aerospace to integrate its Pro Line Fusion flight deck onto future C-295s, which shall reportedly reduce pilot workload and easily facilitate further upgrades via its modular design.
In January 2022, it was announced that Airbus had flown its C295 Flight Test Bed 2 Sky 2 for the first time; development of this upgraded aircraft was funded by the European Union's Horizon 2020 research program and it is intended to test various technologies related to future regional multi-mission aircraft. Modifications include a high-efficiency semi-morphing wing, dynamic winglets, a flat panel SATCOM antenna integrated into the upper fuselage, along with innovative flight controls for the primary control surfaces to achieve improved aerodynamics and contribute to a more efficient high-lift system. New materials and technologies were used to reduce the emission of CO2, NOx, and noise alike; Airbus aims for 43% CO2 and 70% NOx reductions to be achieved in a typical search-and-rescue mission of 400 nautical miles, as well as 45% less noise during takeoff.
Design
The EADS CASA C-295 is a tactical transport aircraft, designed for the movement of personnel and cargo within military conditions. Accordingly, it can be operated from austere airstrips with minimal reliance on ground support infrastructures; it can reportedly be operated on soft ground without major issues even when heavily loaded. It has an auto-reverse capability, being able to turn 180º on runways as narrow as 12 meters wide. The dimensions of its cargo hold, 12.69 × 1.90 × 2.70 meters, are roughly three meters longer in comparison to the preceding CN-235. It has sufficient volume to carry up to 71 soldiers, 24 stretchers along with up to seven medical attendants, five standard 108" pallets of cargo, or three Land Rover-sized light vehicles. It is suitable for airdropping paratroopers and cargo on 88-inch-wide platforms.
The C-295 has also been designed to facilitate multi-role operations and has been produced in a wide range of configurations. Numerous customers have opted to arm their aircraft to perform intelligence surveillance and reconnaissance (ISR) operations, being outfitted with various sensors such as a multi-mission radar unit; it can even be equipped as a gunship and tasked with providing close air support to ground forces. When appropriately furnished, the C-295 can conduct electronic signals intelligence (ELINT), medical evacuation (MEDEVAC), and maritime patrol aircraft (MPA) duties. Palletised equipment, enabling its rapid installation and removal, is available to outfit the aircraft for use as a VIP transport, aerial refuelling tanker, and water bomber.
The cockpit of the C-295 is furnished with dual controls, having been intended to be flown by a pilot and a co-pilot. It is typically equipped with the Highly Integrated Avionics System (HIAS), based on the digital Topdeck suite produced by the French avionics firm Thales. It also features an Integrated Engine Data and Warning System that manages the engine and fuel systems and alerts pilots to detected faults along with other key information. A Honeywell RDR-1400C weather radar is also typically installed to facilitate instrument flight rules (IFR) operations. The avionics have been designed so that the aircraft can also be operated according to civil standards as well as military ones, including the stringent FAR-25 requirements.
Typically, the C-295 is powered by a pair of Pratt & Whitney Canada PW127G turboprop engines, each capable of providing up to 2,645 SHP (1,972 kW). These feature a modular design that facilitates easy access and reduced maintenance requirements, reportedly enabling up to 10,000 flight hours of uninterrupted operation before requiring servicing. The normal propellers used are six-bladed scimitar-shaped units, having a diameter of 3.89 meters and built from composite materials by Hamilton Standard.
The C-295 is equipped with a retractable undercarriage in a tricycle configuration, designed by Messier-Dowty. Two side fairings on the lower part of the fuselage accommodate the retracted main landing gear, while an alcove almost directly beneath the cockpit houses the forward landing gear. The undercarriage is durable enough to enable operations from semi-prepared runways. It is equipped with oleo-pneumatic shock absorbers, disc brakes capable of differential braking, and an anti-skid system.
Operational history
The first order for the C-295 was for the Spanish Air Force: during 2000, the Future Medium Transport Aircraft II (FATAM II) program was launched, under which a batch of nine C-295s was ordered to take the place of eight CN-235s that had been converted from general transports into maritime patrol and search-and-rescue aircraft, their reassignment having noticeably depleted the service's medium transport fleet.
The first export customer of the C-295 was the Polish Air Force, initially ordering eight aircraft in 2001, with deliveries commencing two years later. The service bought the type to supplement and eventually replace their Cold War-era Antonov An-26 transports. Further C-295s were ordered by Poland, including to two each in both 2006 and 2007. In June 2012, another five aircraft were ordered, all of which were delivered by the end of 2013. Polish C-295s are typically based at Kraków-Balice Air Base. They have participated in overseas activities, including NATO operations, such as humanitarian air efforts in Kosovo in 2020. A single C-295 is routinely deployed as a support aircraft for the Orlik Aerobatic Team, the Polish Air Force's aerial display unit. One aircraft crashed on 23 January 2008.
Another key country for the C-295 has been Indonesia. Indonesian Aerospace (Indonesian: PT Dirgantara Indonesia), which also locally manufactured the CN-235, performs the final assembly of C-295s for customers within Indonesia. The company has been keen to secure a license that would allow it to produce the aircraft for export customers outside of the domestic market, although Airbus has been allegedly reluctant to agree terms for such an extension. In September 2012, the first part of C-295s were delivered to the Indonesian Air Force. Further aircraft has since been delivered to the service to replace the aged Fokker F27 fleet for tactical and logistical transport duties.
During the 2010s, Egypt became the largest operator of the C-295, having a fleet of 21 aircraft as of April 2021. In October 2010, the order of an initial three aircraft for tactical and logistical transport by Egypt was announced. The first delivery was on 24 September 2011. During January 2013, a follow-on order was signed for six more aircraft and a further eight was ordered on 16 July 2014. In early 2021, Egypt signed a five-year performance-based servicing agreement with Airbus regarding its C-295 fleet, which included the provision of material services, on-site support, and on-wing maintenance activities.
During the 2020s, India stated its intent to place the largest single order for the type; the Cabinet Committee on Security approved the ordering of 56 C-295Ws to equip the Indian Air Force in September 2021. Of these, it is planned for 16 aircraft to be delivered in flyaway condition from Spain within 48 months of the contract's signing, while a further 40 aircraft are to be manufactured in India by Tata Advanced Systems Limited within the following ten years.
A major competitor for export sales of the C-295 has been the C-27J Spartan, manufactured previously by Alenia Aeronautica (2006-2012) and Alenia Aermacchi (2012-2016), and now by Leonardo S.p.A. The C-295 was a major bidder for the US Army-US Air Force Joint Cargo Aircraft (JCA) programme but lost to the L-3 Communications/Alenia team for the C-27J in June 2007. The C-295 was reportedly considered by the US Army to pose a greater risk due to its use of a new operational mode to meet altitude and range requirements. Among other contracts the C-295 lost to the C-27J are the Peruvian Air Force's Antonov An-32 replacement and the Royal Australian Air Force's de Havilland Canada DHC-4 Caribou replacement.
While the vast majority of C-295 sales have been to military operators, it has been certified for civil purposes as well. During August 2018, it was announced that the Irish leasing company Stellwagen Group has leased a single C-295 to DAC Aviation International, it being the first civil operator of the type in Africa. This aircraft has participated in humanitarian operations, such as the delivery of anti-cholera kits, food, water, sanitation, and hygiene goods to Mozambique.
In 2019, the Royal Canadian Air Force ordered 16 CC-295s as a replacement search and rescue aircraft for its ageing fleets of CC-115 Buffalo and older-model C-130H Hercules. They are to be operated from Greenwood, Nova Scotia (413 Transport and Rescue Squadron); Trenton, Ontario (424 Transport and Rescue Squadron); Winnipeg, Manitoba (435 Transport and Rescue Squadron); and Comox, British Columbia (442 Transport and Rescue Squadron and 418 Search and Rescue Operational Training Squadron). The aircraft will be primarily operated at CFB Comox, where Airbus set up an RCAF Search & Rescue Training Facility for the CC-295. The first aircraft arrived in Canada in September 2020. Another aircraft that arrived in January 2020 is a trainer for the maintenance personnel, and is not included in the 16 aircraft ordered.
The C-295 MPA was a candidate to replace the German Navy's P-3C maritime patrol aircraft, possibly as a stopgap solution from 2025 to 2032. During 2021, it was speculated that a combined order with Spain could be achieved. However, during July 2021, Germany announced that it had ordered five P-8 Poseidons to fulfill this need. In June 2023, Spain approved the purchase of 16 C295W, six in the maritime patrol configuration, and ten in the maritime surveillance configuration.
On 16 February 2024, The Defence Ministry of India approved a proposal to procure nine maritime surveillance aircraft for the Indian Navy and six maritime patrol aircraft for the Indian Coast Guard to be constructed using the C-295 transport aircraft. The project is worth around ₹29,000 crore (US$3.6 billion). They are to be Made in India by the Tata-Airbus tie-up along with the remaining C-295's on order to complement the existing fleet of Boeing P-8I Neptunes and HAL 228's.

Variants

C-295M
Military transport version. Capacity for 71 troops, 48 paratroops, 27 stretchers, five 2.24 × 2.74 m (88 × 108 inches) pallets, or three light vehicles.
CN-295
Locally-produced variant by Indonesian Aerospace under license in Bandung, Indonesia.
C-295 MPA/Persuader
Maritime patrol/anti-submarine warfare version. Provision for six hardpoints.
C-295 AEW&C
Prototype airborne early warning and control version with EL/W-2090 360 degree radar dome. The AESA radar was developed by Israel Aerospace Industries (IAI) and has an integrated IFF (Identification friend or foe) system.
C-295 Firefighter
Dedicated aerial firefighting aircraft.
CC-295 Kingfisher
Dedicated search and rescue aircraft for the Royal Canadian Air Force based on C-295W.
C-295 SIGINT
Dedicated signals intelligence version.
C-295W
Upgraded model, equipped with wingtip devices (winglets) to improve performance in the takeoff, climb, and cruise phases of flight by increasing the lift-drag ratio.
C-295 ISR
Armed variant equipped with machine guns, small-caliber automatic cannons, rocket launchers, laser-guided bombs, and anti-tank missiles.
AC-295 Gunship
Gunship version developed by Airbus Defence and Space, Orbital ATK, and the King Abdullah II Design and Development Bureau, based on the AC-235 Light Gunship configuration.
KC-295
Dedicated tanker aircraft.
Operators
The C-295 is in service with the armed forces of 15 countries. By 31 August 2015, 136 C-295s had been ordered with 134 in service and two lost in accidents.
Algeria
The Algerian Air Force received six C-295s for transport and maritime patrol. One lost in an accident.
Angola
The Angolan Air Force ordered two C-295s for maritime patrol duties and one for transport.
Bangladesh
The Bangladesh Army Aviation Group operates two C-295W for tactical transport.
Brazil
The Brazilian Air Force received 13 C-295s, designated C-105A Amazonas, to replace their ageing DHC-5/C-115 Buffalo transports. Additional orders are to raise the total to 15 by 2020.
Brunei
The Royal Brunei Air Force is to become the 39th operator of the C-295 aircraft worldwide and the eighth in the Asia-Pacific region. A total of 4 aircraft have been ordered and the first two will be delivered in January 2024.
Burkina Faso
The Burkina Faso Air Force has taken delivery of one C-295, registration XT-MBH, as of 16 November 2021.
Canada
The Royal Canadian Air Force ordered 16 CC-295s in 2016 to replace its ageing fleet of CC-115 Buffalos and older-model C-130H Hercules search and rescue aircraft. All aircraft were expected to be delivered by the end of 2022. However, initial operating capability is delayed until 2025/26. Additional trainer aircraft for maintenance personnel arrived in 2020 without SAR equipment.
Chile
The Chilean Navy operates three C-295 MPAs.
Colombia
The Colombian Aerospace Force operates six C-295s; the last of the original four was delivered in April 2009. The fifth aircraft was ordered in September 2012 and delivered 14 March 2013. The sixth aircraft was ordered in January 2013, entering service before 31 August 2015.
Czech Republic
The Czech Air Force ordered four C-295 to replace their fleet of Antonov An-26s, all having been delivered in 2010. They are based at Kbely Air Force Base. Two more were ordered in 2017.
Ecuador
The Ecuadorian Air Force operates three aircraft.
Egypt
The Egyptian Air Force operates 24 C-295s as of August 2018.
Equatorial Guinea
Equatorial Guinea Air Force - Two (one transport and one surveillance) aircraft on order for delivery from September 2016.
Finland
The Finnish Air Force operates three C-295s. There is an option for four more additional aircraft.
Ghana
The Ghanaian Air Force operates two C-295s and has ordered a third one.
India
1) Indian Air Force - 2 delivered, total 56 C-295MW on order. 16 will be manufactured by Airbus (Spain) and 40 by Tata Advanced Systems. First Made in India C-295 to roll put on September 2026.
1.1) Vadodara AFS
- No. 11 Squadron (The Rhinos)
2) Indian Navy - 9 planned; proposal has been cleared by Indian Ministry of Defence.
3) Indian Coast Guard - 6 planned; proposal has been cleared by Indian Ministry of Defence.
Indonesia
The Indonesian Air Force operates 10 C-295s for tactical and logistical transport. One of them are of the maritime patrol variant, having replaced its elderly Fokker F27 Friendships.
The Indonesian National Police operates one CN-295 for personnel and logistical transport.
Ireland
The Irish Air Corps ordered two C-295 Maritime Patrol Aircraft in December 2019 to replace their CN-235 aircraft. On 27 June 2023, the Irish Air Corps took delivery of their first C-295 aircraft. In March 2023, a contract was signed for a third C-295 Military Transport Aircraft variant with delivery expected in 2025.
Ivory Coast
The Air Force of Ivory Coast ordered one C-295 on 21 January 2019.
Jordan
The Royal Jordanian Air Force operates three C-295s and has another one on order as of August 2015.
Kazakhstan
The Kazakh Air Force operates eight C-295s. In March 2019, Kazakhstan awarded Airbus a contract to produce a ninth C-295 for the Kazakh Air Force.
Mali
Air Force of Mali - one C-295W ordered in February 2016, delivered in December 2016.
Mexico
The Mexican Air Force operates eight C-295Ms. They operate in the 301st Squadron, based in Santa Lucia Air Force Base.
The Mexican Navy operates four C-295Ms and two C-295Ws. They are based at the Tapachula Air Naval Base.
Oman
The Royal Air Force of Oman operates six C-295s and has two on order as of August 2015.
Philippines
The Philippine Air Force operates four C-295Ms and three C-295Ws. They are operated under the 220th Airlift Wing of the Air Mobility Command.
Poland
The Polish Air Force has received 17 C-295s, one of which has been lost in a crash. The service is the first export customer for the aircraft, first ordering it in 2001.
Portugal
The Portuguese Air Force received 12 C-295s, including seven transport (PG01) and five Persuader Maritime Patrol Aircraft (C-295 MPA, three PG02 and two PG03), to replace the C-212 Aviocar. They are operated by 502 Squadron and are based at Montijo Air Base, near Lisbon.
Saudi Arabia
Saudi Arabia's Ministry of Interior ordered four C-295Ws in June 2015.
Senegal
The Senegalese Air Force received 1 C-295W in July 2022 and has another on order.
Serbia
The Serbian Air Force and Air Defence operates two C-295Ws, delivered in 2023.
Spain
The Spanish Air and Space Force operates 13 C-295s (designated internally T.21).
In June 2023 Spain ordered 16 new C295Ws, 6 MPA or Maritime Patrol configuration and 10 MSA or Maritime Surveillance configuration, these aircraft will replace the recently retired P-3 Orion and the CN-235 D.4 of the Spanish Air and Space Force.
Thailand
The Royal Thai Army operates two C-295Ws.
United Arab Emirates
The United Arab Emirates Air Force ordered five C-295Ws.
United States
The United States Air Force has one Airbus C-295W Persuader in use as of 2023.
Uzbekistan
The Uzbekistan Air and Air Defence Forces ordered four C-295Ws.
Vietnam
The Vietnam People's Air Force operates three C-295 aircraft.
Accidents and notable incidents
In the Mirosławiec air accident on 23 January 2008, a Polish Air Force C-295 flying from Warsaw via Powidz and Krzesiny to Mirosławiec crashed during its approach to the 12th Air Base near Mirosławiec. All 20 people on board were killed in the accident. All Polish C-295s were grounded after the incident. Polish defence minister Bogdan Klich dismissed five air force personnel after the accident investigation, which concluded that multiple failings contributed to 23 January crash.
On 31 October 2011, the Czech Army grounded its fleet of four C-295Ms due to an in-flight equipment failure onboard one aircraft. While landing, one of its two engines stopped working. Prior to this, a cockpit display and other equipment had also failed. The plane landed safely on its remaining engine. General Vlastimil Picek ordered the grounding of all aircraft until an inquiry ended. The fleet was previously grounded in February 2011, following a severe drop in altitude in mid-flight, and again in May due to avionics problems.
On 9 November 2012, an Algerian Air Force C-295 crashed in the Lozère region of southern France while flying from Paris to Algeria with the loss of all six people on board.
Specifications (C-295M)
(Data from Jane's All the World's Aircraft 2004-05)
General characteristics
Crew: 2
Capacity: 73 troops / 48 paratroops / 12 stretcher intensive care medevac / 27 stretcher medevac with 4 medical attendants
Maximum payload: 7,050 kg (15,543 lb) normal / 9,250 kg (20,393 lb) overload
Length: 24.46 m (80 ft 3 in)
Wingspan: 25.81 m (84 ft 8 in)
Height: 8.66 m (28 ft 5 in)
Wing area: 59 m2 (640 sq ft)
Airfoil: NACA 65-218
Max takeoff weight: 21,000 kg (46,297 lb) normal / 23,200 kg (51,147 lb) overload
Maximum landing weight: 20,700 kg (45,636 lb) normal / 23,200 kg (51,147 lb) overload
Maximum zero-fuel weight: 18,500 kg (40,786 lb) normal / 20,700 kg (45,636 lb) overload
Fuel capacity: 7,650 L (2,020 US gal; 1,680 imp gal) with optional in-flight refuelling probe
Powerplant: 2 × Pratt & Whitney Canada PW127G turboprop engines, 1,972 kW (2,644 hp) each for take-off (normal) / 2,177 kW (2,919 hp) with APR
Propellers: 6-bladed Hamilton Sundstrand HS-568F-5, 3.94 m (12 ft 11 in) diameter composite propellers with auto-feathering and synchro-phasing
Performance
Cruise speed: 482 km/h (300 mph, 260 kn) at optimum altitude
Range: 1,555 km (966 mi, 840 nmi) normal payload, ISA, 45 minutes reserve at 460 m (1,509 ft) / 1,277 km (793 mi; 690 nmi) max overload payload / 4,587 km (2,850 mi; 2,477 nmi) normal MTOW, max fuel with 2,940 kg (6,482 lb) payload / 2,148 km (1,335 mi; 1,160 nmi) overload MTOW, max fuel with 8,000 kg (17,637 lb) payload
Ferry range: 5,000 km (3,100 mi, 2,700 nmi)
Service ceiling: 4,125 m (13,533 ft) on one engine
Absolute ceiling: 9,145 m (30,003 ft)
g limits: +2.53 (normal MTOW) / +2.25 (overload MTOW)
Time to altitude: to optimum cruising altitude 12 minutes
Power/mass: 0.188 kW/kg (0.114 hp/lb) normal / 0.17 kW/kg (0.10 hp/lb) overload
Take-off run: 844 m (2,769 ft) Sea level, ISA / 934 m (3,064 ft) Sea level, ISA + 20
Take-off distance to 15 m (49 ft): 1,025 m (3,363 ft) Sea level, ISA / 1,103 m (3,619 ft) Sea level, ISA + 20
Landing run: 420 m (1,378 ft)
Landing distance from 15 m (49 ft): 729 m (2,392 ft)
Armament
Hardpoints: six (optional: three under each wing) with a capacity of inboard pylons 800 kg (1,764 lb); centre pylons 500 kg (1,102 lb); outboard pylons 300 kg (661 lb)
Avionics
Honeywell RDR-1400C weather radar
- IFR instrumentation, comms and FMS as specified by customers

Related development
CASA/IPTN CN-235
Aircraft of comparable role, configuration, and era
Alenia C-27J Spartan
Antonov An-32
Antonov/Taqnia An-132
Ilyushin Il-112

A Polish Air Force C-295M
Portuguese Air Force EADS CASA C-295 (code 16708) arrives at RAF Fairford, Gloucestershire, England, on 10 July 2014, for the Royal International Air Tattoo
C-295 AEW prototype at the Royal International Air Tattoo in 2011
C-295 Armed ISR variant at Dubai Air Show 2017
C-295W prototype at the Farnborough Airshow in 2014
Bangladesh Army Aviation Group CN-295W
EADS CASA C-295 of the Brazilian Air Force in special markings for RIAT 2009
C-295 of Indian Air Force
EADS CASA C-295 of the Kazakh Air Force delivered in 2013
A Royal Air Force of Oman C-295MPA being tested at Seville Airport in 2015
A Philippine Air Force CASA C-295M taxis after landing at Legazpi Airport
CASA C-295 of the Polish Air Force at the Radom Air Show in 2005
CASA C-295 T.21-04 from the 35th Wing of the Spanish Air and Space Force
EADS CASA C-295
Cargo cabin transporting a Polish military Honker light vehicle

Airbus CC-150 Polaris

CC-150 Polaris
Role - Strategic transport/VIP transport/tanker
Manufacturer - Airbus
Introduction - 1992
Status - Active service
Primary users - Canadian Forces
Royal Canadian Air Force
Number built - 5 (all converted from Airbus A310-300)
Developed from - Airbus A310 MRTT

The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.
Design and development
The five Airbus aircraft that make up the fleet were originally civilian airliners purchased and operated by Wardair. First delivered in 1987 and 1988, they were transferred to Canadian Airlines when the two airlines merged in 1989. The aircraft were subsequently sold to the Canadian Armed Forces and converted for military use, entering service between December 1992 and August 1993. Four of the five aircraft, numbered 15002 to 15005, were converted to the Combi-Freighter standard with a reinforced floor and side opening cargo door. The fifth, 15001, was modified as a VIP transport aircraft for government executive transport.
The CC-150 replaced the Boeing CC-137 (converted Boeing 707) as a strategic transport when the final transport-configured CC-137s were retired in 1997.
Tanker conversion
In 2008, two of the five CC-150s were converted to air-to-air refuelling tankers with a new military mission avionics package for the CF-18 fleet as part of the Multi Role Tanker Transport (MRTT) program. The Polaris tankers are capable of ferrying a flight of four CF-18 Hornets non-stop across the Atlantic Ocean, off-loading 80,000 pounds of fuel to the receiving aircraft over a 2,500 nautical mile (4,630 km) leg. The MRTT program was initiated because of a German Air Force requirement and provided a cost-effective solution for the Canadian Forces. The converted aircraft have been designated CC-150T. The tankers have hose-drogue pods under the wings.
The RCAF uses converted C-130s, RCAF designation CC-130H(T), for tactical air-to-air refuelling but is limited when deploying CF-18s overseas, as they are better served by a strategic air-to-air refuelling platform. As a result of the CC-150's MRTT conversion, Canada regained its strategic air-to-air refuelling capability, lost when the final tanker-configured CC-137s were retired in 1997 (13703 & 13704 were modified with Beech refuelling kits in mid-1972 in support of the CF-5 tactical fighter).
The first converted CC-150T completed its acceptance trials in May 2008.
Operational history
The Polaris is classified as a strategic airlifter by the Royal Canadian Air Force. As a tanker, the CC-150 has a similar fuel capacity to the KC-135; it is more flexible because of the large cabin, offering good capacity for cargo, troop transport, VIP transport or other uses, but lacks the oversize cargo capacity and ability to operate from austere locations. The Canadian Armed Forces rely on other heavy lift cargo aircraft (such as the C-17 Globemaster) for these kinds of operations.
The five CC-150s are operated by 437 Transport Squadron at CFB Trenton, Ontario. They served in United Nations, Red Cross and NATO initiatives, including operations in Afghanistan.
In 2011, two CC-150T air-to-air refuelling tankers were deployed to support Canadian CF-18 fighter jets enforcing the no-fly zone over Libya under Operation Mobile and Operation Unified Protector.
The initial purchase from Canadian Airlines in 1992 included a support contract for service of the aircraft for a fixed number of flying hours. Air Canada acquired the CC-150 service contract when it purchased Canadian Airlines in 2000, and through a series of subsequent corporate restructurings, spawned the CC-150 service contract to Air Canada Technical Services (ACTS), then Aveos Fleet Performance. Following the collapse of Aveos Fleet Performance in March 2012, the Government of Canada awarded a one-year interim contract to L3 Communications to support the fleet of CC-150 aircraft until Canada could award a longer term aircraft maintenance contract through a competitive procurement process.
On July 22, 2023, the CC-150 15003 suffered severe damage to its tail in a rollaway collision with a French Air Force Airbus A400M parked nearby. In November 2023, the Royal Canadian Air Force made the decision to scrap the aircraft in Guam, where it has been parked since the accident occurred. Repair costs were estimated between $7.9 and $28.5 million.
Use as VIP transport
The call sign of the VIP-configured CC-150 is known officially as CAN Force One. The decision to outfit one of the five CC-150s as a VIP transport intended for use by the Prime Minister of Canada, made while Brian Mulroney held office, was politically controversial. The $56 million in upgrades ($3 million of that went towards a private compartment with a dining room, entertainment area, fold-out beds and a shower) were criticized as a needless extravagance during a time of government budgetary challenges by then-Leader of the Opposition Jean Chrétien, who labelled the aircraft a "flying Taj Mahal". Chrétien became Prime Minister soon thereafter and tried and failed to sell the aircraft; he refused to use the CC-150 during his ensuing 11 years in office. The interior was downgraded to a smaller, less lavish VIP cabin and the aircraft offered limited communications capability.
Subsequent refits to and from use as a troop transport resulted in much of the VIP amenities being downgraded. The CC-150 returned to use as official transport for the prime minister under Paul Martin in 2004.
In 2011, it emerged that since early 2009 the office of Prime Minister Stephen Harper had repeatedly requested that the VIP-configured CC-150, aircraft #01, be repainted from the gun-metal military paint scheme it shared with the other CC-150s to a specialized paint scheme. The Department of National Defence, including Minister Peter MacKay, had resisted this request, noting that it was contrary to its multi-role nature and would compromise the aircraft's potential to safely transport personnel into a combat zone. In 2013, the VIP-configured CC-150 was repainted during scheduled heavy maintenance at a cost of $50,000. The new scheme, predominantly white with significant quantities of blue and smaller amounts of red, was criticized by opposition politicians, who alleged the repainting was intended to give prominence to the then-governing Conservative Party of Canada's traditional blue colour.
In recent years, various mechanical problems have occurred. In October 2016, a flap issue forced the aircraft to return to Ottawa 30 minutes after takeoff while Trudeau was en route to Belgium to sign the Canada Europe free trade deal. In March 2018, Prime Minister Trudeau's trip to India was delayed because of a mechanical issue during a refuelling stop in Rome.
In December 2019, the VIP CC-150 suffered significant structural damage to the nose and right engine cowling. While being towed by contracted personnel at CFB Trenton, it rolled into the back wall of a hangar. The aircraft was scheduled to remain out of service until August 2020, but the grounding was extended due to the effects of the COVID-19 pandemic. It was returned to service in March 2021.
In September 2023, Trudeau's return from the G20 summit in India was postponed due to "technical issues" with the aircraft. Another CC-150 was sent from CFB Trenton to pick up Trudeau.
Replacement
In 2021 the Government of Canada began an effort to replace all five CC-150 Polaris aircraft. The replacement tender is expected to cost US$5 billion. Early bid candidates included the Airbus A330 MRTT and the Boeing KC-46, but the latter has since been dropped. On 14 July 2022, Canada announced that it has finalized a contract to acquire two A330-200 aircraft as the first two aircraft for the Royal Canadian Air Force (RCAF) that will provide a strategic transport and air-to-air refuelling role - currently fulfilled by the fleet of five CC-150 Polaris aircraft - as part of the Strategic Tanker Transport Capability (STTC) project. The two A330 aircraft are former civilian airliners owned by International Airfinance Corporation. The new fleet will include four new and five used aircraft that are being outfitted to feature the same capabilities.
Variants
1. CC-150
1 VIP transport
2 strategic airlifters
2. CC-150T
2 aerial refuelling tankers/strategic airlifters
Operators
1. Canada
- Royal Canadian Air Force (5)
- 437 Transport Squadron
Specifications
(Data from CC-150 Polaris)
General characteristics
Crew: 2 (flight crew)
Capacity: 194 passengers (up to) or 33,000 kg (73,000 lb) payload
Length: 46.66 m (153 ft 1 in)
Wingspan: 43.9 m (144 ft 0 in)
Height: 15.8 m (51 ft 10 in)
Empty weight: 80,000 kg (176,370 lb)
Gross weight: 157,000 kg (346,126 lb)
Powerplant: 2 × General Electric CF6-80C2A2 high bypass turbofan engines, 220 kN (50,000 lbf) thrust each
Performance
Maximum speed: Mach 0.84
Range: 9,600 km (6,000 mi, 5,200 nmi)
Service ceiling: 12,500 m (41,000 ft)

Related development
Airbus A310
Airbus A310 MRTT
Military transport aircraft
Aircraft of comparable role, configuration, and era
Boeing KC-767
McDonnell Douglas KC-10 Extender
Boeing KC-135 Stratotanker
Airbus A330 MRTT

Royal Canadian Air Force Polaris 15004 taking off from Ottawa Airport (2006)
CC-150 Polaris 15004 refuelling two CF-18 Hornets (2009)
CC-150 Polaris No. 01 in its 2013 unique VIP-service livery (2014)

Airbus E-Fan

E-Fan
Role - Electric aircraft
Manufacturer - Airbus Innovations
Designer - Didier Esteyne
First flight - 11 March 2014
Introduction - 2017
Status - Production cancelled (April 2017)
Number built - 1

The Airbus E-Fan is a prototype two-seater electric aircraft that was under development by Airbus. It was flown in front of the world press at the Farnborough Airshow in the United Kingdom in July 2014. The target market was intended to be pilot training, but production of the aircraft was cancelled in April 2017.
Design and development
Airbus Group developed this electric aircraft with Aero Composites Saintonge. The aircraft uses on-board lithium-ion batteries to power the two electric motors and can carry one pilot and one passenger. A test flight was conducted in April 2014 at Bordeaux-Mérignac Airport, France, landing in front of a large audience, the French Minister of Industry Arnaud Montebourg being one of them. At the 2014 Farnborough Airshow, Airbus announced that the E-Fan 2.0 would go into production by 2017 with a side-by-side seating layout. Airbus stated at that time that there are plans for development of a commercial regional aircraft in the near future.
The E-Fan is an all-electric two-seat twin-motor low-wing monoplane of composite material structure. It has a T-tail and a retractable tandem landing gear with outrigger wheels. The two motors are mounted on either side of the rear fuselage.
Two production variants were initially planned, a two-seater E-Fan 2.0 for use as a trainer, and the E-Fan 4.0 four-seat touring aircraft. The E-Fan 4.0 appears identical to the E-Fan apart from a fuselage stretch. To increase flight duration the planned E-Fan 4.0 would have had a hybrid-electric system that will have a small engine to charge the battery (like a range extender), which would have increased its duration from 2 hours to 3.5 hours. The first flight of the E-Fan 2.0 was originally planned for 2017 and the E-Fan 4.0 for 2019.
The E-fan is of all-composite construction and is propelled by two ducted, variable-pitch fans spun by two electric motors totaling 60 kW of power. Ducting increases thrust while reducing noise, and having the fans mounted centrally provides better control. The motors moving the fans are powered by a series of 250-volt Lithium polymer battery packs made by South Korean company Kokam. The batteries are mounted in the inboard section of the wings. They have enough power for one hour and take one hour to recharge. An onboard backup battery is available to make an emergency landing if power runs out while airborne. The E-fan's landing gear consists of a retractable fore and aft wheel, and a fixed wheel under the wings. Unusually for an aircraft, the main wheel is powered by a 6 kW electric motor, which allows the plane to be taxied without the main motors, and is able to accelerate it to 60 km/h (37 mph; 32 kn) for takeoffs. Having the takeoff run performed by the undercarriage relieves some of the burden on the flight motors.
In December 2014 Airbus announced that DAHER-SOCATA would complete the design work on the aircraft and certify it. VoltAir, an Airbus subsidiary, developed the initial prototype and worked with Daher-Socata during the testing phase as the project manager. At this point the aircraft became the VoltAir E-Fan.
On 30 April 2015 the company announced that the aircraft would be produced at Pau Pyrénées Airport, south-west France, at a new facility, that would be near the DAHER-SOCATA plant at Tarbes. First deliveries were at that time expected at the end of 2017 or early 2018.
In April 2017 Airbus cancelled production of the E-Fan, preferring to concentrate on a proposed hybrid-electric, regional jet-sized aircraft, with an initial service date of 2030.
Operational history
On 9 July 2015, the E-Fan crossed the English Channel from Lydd Airport to Calais-Dunkerque Airport. It was flown by Didier Esteyne, the chief engineer of the E-Fan. Initially this was claimed as the first electric aircraft to cross the English Channel, but it has since been pointed out that there were previous such flights, including MacCready Solar Challenger as long ago as 1981, and Airbus now say it was the "first all-electric two-engine aircraft" to make the crossing. Siemens has sponsored electric equipment on the E-fan, but not motors.

Variants

E-Fan
Two-seat concept aircraft and technology demonstrator, first flown March 2014.
E-Fan 2.0
Proposed all-electric two-seat production variant, initially forecast to fly in 2017.
E-Fan 4.0
Proposed hybrid-electric four-seat variant, to fly 2019; a kerosene fuelled generator would have extended endurance from 2 h to 3 h 30 min.
E-Thrust
Proposed 90-seat regional jet based on the principles of the E-Fan.

Specifications
(Data from Jane's All the World's Aircraft 2014/15 and Airbus)
General characteristics
Crew: one
Capacity: one passenger
Length: 6.67 m (21 ft 11 in)
Wingspan: 9.50 m (31 ft 2 in)
Max takeoff weight: 550 kg (1,213 lb)
Powerplant: 2 × Electric motor , 30 kW (40 hp) each via eight-blade ducted fans,each producing thrust of 0.75 kN (266 lb st), Battery: Lithium-ion 18650, with 207 Wh/kg per cell, total of 29 kWh at a battery weight of 167 kg
Performance
Maximum speed: 220 km/h (140 mph, 120 kn) all performance figures estimated
Cruise speed: 160 km/h (99 mph, 86 kn)
Endurance: 60 min
Lift-to-drag: 16:1

Airbus E-Fan X

Airbus E-Fan in flight at 2014 Berlin Air Show
A ducted fan on the E-Fan

Airbus E-Fan X

E-Fan X
Role - Hybrid electric aircraft testbed
National origin - Multi-national
Manufacturer - Airbus/Rolls-Royce plc/Siemens
Status - Cancelled
Developed from - British Aerospace 146

The Airbus/Rolls-Royce/Siemens E-Fan X was a hybrid electric aircraft demonstrator being developed by a partnership of Airbus, Rolls-Royce plc and Siemens. Announced on 28 November 2017, it followed previous electric flight demonstrators towards sustainable transport for the European Commission’s Flightpath 2050 Vision. A BAe 146 flying testbed was to have one of its four Lycoming ALF502 turbofans replaced by a Siemens 2 MW (2,700 hp) electric motor, adapted by Rolls-Royce and powered by its AE2100 turboshaft, controlled and integrated by Airbus with a 2 t (4,400 lb) battery. In April 2020, the programme was cancelled during the COVID-19 pandemic.
Development
Announced on 28 November 2017 at the Royal Aeronautical Society in London, the E-Fan X was initially planned to fly in 2020. It follows previous electric flight demonstrators: Cri-cri, e-Genius, E-Star and the E-Fan 1.2. It will anticipate a safe, efficient, and cost-effective hybrid single-aisle airliner. Airbus and Siemens have collaborated since April 2016 on the E-Aircraft Systems House for electric propulsion components, including ground tests. It will help establish certification requirements for electric aircraft. Existing technologies cannot achieve European Commission’s Flightpath 2050 Vision for Aviation goals towards sustainable transports: a reduction of CO2 by 75%, NOx by 90% and noise by 65%; new technologies are needed including electrification.
At the 2018 Farnborough Airshow, Greg Clark, Business and Energy Secretary, announced the UK Department for BEIS will commit a part of the £255 million invested to develop greener flight technologies. At the June 2019 Paris Air Show, Rolls-Royce announced its acquisition of Siemens' electric propulsion branch, to be completed in late 2019, employing 180 in Germany and Hungary. On 19 August 2019, the compact 2.5 MW (3,400 hp) generator was run for the first time in Trondheim, Norway, before integration with an AE2100 turboprop from a Saab 2000 feeding the battery pack and a Siemens SP260D electric motor (with a 10 kW/kg power-to-weight ratio) replacing one Honeywell LF507 engine with a Rolls-Royce AE 3007 fan, through a 3,000 volts AC/DC distribution. By November 2019, the airframe (G-WEFX) had arrived at Cranfield to be modified; first flight was then planned for 2021.
In April 2020, the programme was cancelled amid the COVID-19 pandemic.
Design
A BAe 146 flying testbed will have one of its four turbofans replaced by a 2 MW (2,700 hp) electric motor, with provisions to replace a second turbofan. Airbus will build the control architecture and integrate the systems, Rolls-Royce will adapt the Siemens motor and the fan to the existing nacelle, bring the turboshaft, generator and power electronics and Siemens the electric motor and its power electronic control unit, the inverter, DC/DC converter and power distribution. High-power propulsion systems are challenged by thermal effects, electric thrust management, altitude and dynamic effects on electric systems and electromagnetic compatibility issues.
An inboard 7,000 lbf (31 kN) Lycoming ALF502 is replaced with a same thrust Citation X/ERJ-145 AE3007 nacelle, but with its core replaced with the electric motor and inverter and the C-130J's AE2100 turboshaft in the rear fuselage with its air inlet behind the wing - both using the V-22 Osprey tilt-rotor's Liberty T406 core. While Rolls-Royce is experienced in industrial and naval applications, the 2.5 MW (3,400 hp) generator feeding a 3,000 V DC distribution through its AC/DC converter are firsts in aviation. Airbus supplies a 2 t (4,400 lb), 2 MW (2,700 hp) battery in the cargo holds, a 30 times step up from the E-Fan. The Siemens motor Power/Mass ratio will be higher than the 5.2 kW/kg (3.2 hp/lb) of the 2017 Paris Air Show Extra 330 demonstrator. The motor and generator are not cryogenically cooled and not superconducting for more than 15% of losses but ultimate efficiency is not a prime target.
The Rolls generator is oil-cooled with supercritical carbon dioxide as the intermediary cooling fluid, building on Rolls-Royce LibertyWorks’ power system for the Aurora XV-24A LightningStrike: a high-speed VTOL aircraft scheduled to fly in 2018 with electric distributed propulsion using Rolls’ AE1107 turboshaft (with the same AE2100 core) driving three 1 MW (1,300 hp) Honeywell generators. The nacelle outer mold line will be kept to maintain the BAe 146 airworthiness approval.
A Siemens DC/AC converter power electronics will feed the 2 MW (2,700 hp) SP2000 liquid cooled motor, eight times more powerful than the Extra 330E's Siemens SP260D, the most powerful motor flying now with 260 kW (350 hp) for 50 kg (110 lb). The electric machines should attain a 10-times-higher power-to-weight ratio. Pressurization, insulation and separation will avoid the corona effect: high altitude, high voltage arcing. Hybrid electric can offer improvements with present Battery Technologies : using them to boost power for takeoff and climb and electric-only descent would lower fuel burn per sector by double digits, and would reduce noise and local atmospheric emissions.

Airbus E-Fan

The E-Fan X is a BAe 146 with its starboard inboard turbofan replaced by an electric motor

Airbus MAVERIC

MAVERIC
Role - Experimental unmanned aerial vehicle
Manufacturer - Airbus
First flight - June 2019
Produced - 2017
Number built - 1

The Airbus MAVERIC (Model Aircraft for Validation and Experimentation of Robust Innovative Controls) is an experimental blended wing body (BWB) unmanned aerial vehicle. It was built as a demonstrator for a possible full-scale BWB airliner. Airbus claims that this design can reduce fuel consumption by up to 20%.
Design and development
According to an Airbus press release, development of the MAVERIC began in 2017 as part of the AirbusUpNext research program. The MAVERIC is a radio-controlled aircraft and has a wingspan of 3.2 meters. Power is provided by two engines mounted over the rear of the aircraft, with each having a vertical stabilizer, creating a twin tail arrangement.
Operational history
The MAVERIC made its first flight in June 2019 at an undisclosed location in France. The public reveal of the aircraft took place on February 11, 2020, at the Singapore Airshow, where it was announced that the research program would continue until the second quarter of that year.
On September 21, 2020, Zero Emissions Day, Airbus revealed three concepts for the hydrogen-powered Airbus ZEROe; the largest of which was a blended wing aircraft based on the MAVERIC.
Specifications (MAVERIC)
General characteristics
Length: 2 m (6 ft 7 in)
Wingspan: 3.2 m (10 ft 6 in)
Wing area: 2.25 m2 (24.2 sq ft) (approx.)

Aircraft of comparable role, configuration, and era
Boeing X-45
Boeing X-48
Northrop Grumman Bat

Airbus aircraft

Civilian
Airliners : A320 family - A318 . A319 . neo . A320 . neo . A321 . neo
Airliners : Other types - A220 . A300 . A310 . A330 . neo . A340 . A350 . A380 . NSR
Corporate - ACJ220 . ACJ318 . ACJ319 . neo . ACJ320 . neo . ACJ321 . LR . ACJ330 . neo . ACJ340 . ACJ350 . ACJ380
Freighters - A300-600F . A330F . A350F . A380F (cancelled) . Beluga . Beluga XL
Helicopters - BK 117 . EC120/H120 . EC130/H130 . EC135/H135 . EC145/H145 . EC155/H155 . H160/X4 . EC175/H175 . EC225/H225 . AS332/H215 . AS350/H125 . AS355 . AS365 . X6
Experimental - CityAirbus . E-Fan . E-Fan X . MAVERIC . THOR . X3
Military
Transports - A310 MRT . CC-150 . A320M3A . A330 MRTT . CC-330 . A400M . C-212 . C-295 . CN-235 . HC-144
Tankers - A310 MRTT . CC-150T . A330 MRTT . CC-330 . KC-45 (cancelled)
Maritime patrol - A319 MPA
Fighters - NGS (proposed) . Tornado (Panavia joint venture) . Typhoon (Eurofighter joint venture)
Trainers - Mako/HEAT (cancelled)
Helicopters - AAS-72 . AS532/H215M . AS550/H125M . AS555 . AS565 . AS565 UC . EC635/H135M . EC645/H145M . H160M . EC665 . EC725/H225M . H-65 . H-72 . H-145 . NH90
UAVs - Barracuda . VSR700