View source for Airbus A310

{{short description|Short-fuselage derivative of the Airbus A300 airliner}}
{{Redirect|A310}}
{{Use dmy dates|date=March 2023}}
{{Use British English|date=March 2023}}
{{Infobox aircraft
| name = Airbus A310
| image = Air Transat A310 (C-GTSF) @ LHR, Aug 2009.jpg<!--DO NOT CHANGE WITHOUT FIRST GAINING CONSENSUS ON TALK PAGE-->
| image_caption = An A310 of [[Air Transat]] in 2009
| aircraft_role = [[Wide-body aircraft]]
| national_origin = Multi-national{{efn|Final assembly in France}}<!-- Use the main nation (e.g. UK), not constituent country (England); don't use "EU". List collaborative programs of only 2 or 3 nations; for more than 3, use "Multi-national" per [[Template:Infobox aircraft type]] and [[WP:Air/PC]] guidelines. -->
| manufacturers = [[Airbus]]
| status = In limited service
| primary_user = [[Mahan Air]]
| more_users = {{ubl|[[ULS Airlines Cargo]]|[[Iran Air]]|[[Ariana Afghan Airlines]]}}<!--this field is limited to three 'more users'-->
| number_built = 255<ref name=Airbus-deliveries />
| construction_date = 1981{{ndash}}1998
| introduction = April 1983 with [[Swissair]]
| first_flight = {{Start date and age|1982|04|03|df=y}}
| developed_from = [[Airbus A300]]
| related = {{ubl|[[Airbus A310 MRTT]]|[[Airbus CC-150 Polaris]]}}
}}

The '''Airbus A310''' is a [[wide-body airliner]] [[Aircraft design process|designed]] and manufactured by [[Airbus]] Industrie GIE, then a [[consortium]] of European [[aerospace manufacturer]]s.
<!--Development-->
Airbus had identified a demand for an aircraft smaller than the [[Airbus A300|A300]], the first [[Twinjet|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.

<!--design-->
Keeping the same eight-abreast cross-section, the A310 is {{cvt|6.95|m|ftin}} shorter than the initial A300 variants, has a smaller wing, down from {{cvt|260|to|219|m2|sqft}}, and a longer flying range up to {{convert|5150|nmi|lk=in}}. 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 engine]]s. It can seat 220 passengers in two classes, or 240 in all-economy. It has [[overwing exit]]s between the two main front and rear door pairs.

<!--operational history-->
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]] certification allowed it to be operated on [[transatlantic flight]]s. It was also available as a [[cargo aircraft]] and in [[Military aircraft|military variants]]: the [[Airbus A310 MRTT|A310 MRT]] (multi-role transport), which was further developed into the [[Airbus A310 MRTT|A310 MRTT]] (multi-role tanker transport). The aircraft was replaced by the larger [[Airbus A330-200]]. Production ended after 255 aircraft were produced, with the final A310 being delivered in June 1998.

== Development ==
=== Background ===
[[File:Pan Am A300 and A310.jpg|thumb|The A310 (background) is a shrunken version of the [[Airbus A300]] (foreground)]]

On 26 September 1967, the governments of France, [[West Germany]] and the United Kingdom signed a [[memorandum of understanding]] to commence the joint development of the 300-seat [[Airbus A300]].<ref>Simons 2014, p. 38.</ref><ref>Endres 2004, p. 43.</ref><ref>Pitt and Norsworthy 2012, p. 57.</ref> The French and West Germans reached a firm agreement on 29 May 1969, after the British withdrew from the project on 10 April 1969. This collaborative effort between the two states resulted in the production of the consortium's first [[airliner]], known as the ''Airbus A300''.  The A300 was a [[wide-body aircraft|wide-body]] medium-to-long range passenger airliner; it holds the distinction of being the first [[Twinjet|twin-engine]] wide-body aircraft in the world.<ref>{{Cite web|url=https://www.flightglobal.com/news/articles/airbus-at-thirty-family-planning-124235/|title=Airbus at thirty – family planning|work=[[Flight International]]|date=2 January 2001}}</ref><ref>Senguttuvan 2006, p. 34.</ref><ref name=Tech-lead>{{Cite web|url=http://www.airbus.com/company/history/the-narrative/technology-leaders-1977-1979/|title=Technology leaders (1977–1979)|publisher=[[Airbus]]|archive-url=https://web.archive.org/web/20150925104335/http://www.airbus.com/company/history/the-narrative/technology-leaders-1977-1979/|archive-date=25 September 2015}}</ref><ref>Pitt and Norsworthy 2012, pp. 57, 60.</ref>  The design was relatively revolutionary for its time, and featured a number of industry firsts, making the first use of [[composite material]]s 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.<ref>Simons 2014, p. 40.</ref>  The A300 would be produced in a range of models, and sold relatively well to [[airline]]s across the world, eventually reaching a total of 561 delivered aircraft during its production life.<ref>{{Cite web|url=http://www.airbus.com/store/mm_repository/pdf/att00011494/media_object_file_Historical_OD_74_07.xls|title=Airbus – Historical Orders and Deliveries|publisher=[[Airbus]] S.A.S.|date=January 2008|archive-url=https://web.archive.org/web/20081221090847/http://www.airbus.com/store/mm_repository/pdf/att00011494/media_object_file_Historical_OD_74_07.xls|archive-date=21 December 2008|format=Microsoft Excel}}</ref>

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 [[Aircraft design process|design]] and manufacture of a single airliner.  In response to these desires, Airbus explored the options for producing a smaller derivative of the A300B2.<ref>{{harvnb|Gunston|2009|p=85.}}</ref>

=== Design effort ===
{{Quote box
| align = right
| width = 25%
| quote = "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."
| source = Jean Roeder, chief engineer of [[Airbus]], speaking of the A310.<ref name=Tech-lead />
}}
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 ''M''inimum ''C''hange). 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 [[Landing gear|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.<ref name=Gun-86 />

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.<ref name=Gun-86>{{harvnb|Gunston|2009|p=86.}}</ref> 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. In 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. In 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.<ref name=Gun-87 />

However, both BA and [[Rolls-Royce Limited|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 [[Boeing 757|757]] and [[Boeing 767|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, [[Frank Beswick, Baron Beswick|Lord Beswick]], publicly stated that the overall aim of the firm was to pursue collaboration in Europe.<ref name=Gun-87>{{harvnb|Gunston|2009|p=87.}}</ref>  At the 1978 [[Farnborough Air Show]], [[Eric Varley]], the [[Secretary of State for Business, Innovation and Skills|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".<ref name=Gunston-p89 />

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 Aerodrome|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.<ref name=Tech-lead />  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.{{Citation needed|date=October 2011}}

=== Programme launch ===
[[File:Lufthansa and Swissair A310-200.jpg|thumb|upright|The A310-200 prototype, featuring the liveries of [[Swissair]] ''(left)'' and [[Lufthansa]] ''(right)'', the first customers.<ref name=Gunston-p89 />]]

At the April 1978 [[Hanover Air Show]], Airbus exhibited a model of the proposed A310. Its wing area, at {{cvt|219.25|m2|}} was slightly larger than that studied, at {{cvt|209|m2}}; its passenger cabin was twelve frames shorter than the A300,{{efn|The fuselage is 14 frames (7.42&nbsp;m) shorter than the A300 fuselage, but the rear bulkhead was set 2 frames farther into the tailcone, so that only 12 frames of seating capacity were lost in the shortened version.}} accommodating typical passenger loads of 195 in two-class, or 245 in all-economy.<ref name=Gunston-p89 />  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-9]]s on its major intra-European routes.  Lufthansa was quick to place a [[United States dollar|$]]240&nbsp;million ten-aircraft order; additional orders from French operator [[Air France]] and Spanish airline [[Iberia (airline)|Iberia]] shortly followed.<ref name=Gunston-p89 />

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.<ref name=Airbus_MBI1999 /> 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.<ref name=Tech-lead />  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 [[British pound|£]]238&nbsp;million.<ref name=Gunston-p89>{{harvnb|Gunston|2009|p=89.}}</ref><ref name=A310-history1 /><ref name=A310-history2 />  On 6 July 1979, Air France announced that it had raised its order from four to thirty-five airliners.{{Citation needed|date=April 2011}}  Other airlines announcing orders for the A310 during 1979 included [[Martinair]], [[Sabena]], and [[Air Afrique]].<ref name=A310-history1>Flight International 27 October 1979 edition.</ref><ref name=A310-history2>''Airclaims Jet Programs'' 1995.</ref>

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 {{cvt|2000|nmi}} with 200&nbsp;passengers, whilst the A310-200 possessed a higher [[MTOW]] and centre section fuel, being able to carry the same load a further {{cvt|1000|nmi}}.<ref name=Gunston-p91>{{harvnb|Gunston|2009|p=91.}}</ref>  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 RB211|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 flight|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.{{Citation needed|date=October 2011}}

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.<ref name=Airbus_MBI1999>{{Cite book |last1=Norris |first1=Guy and Mark Wagner |title=Airbus |location=St. Paul, Minnesota |publisher=MBI Publishing, 1999 |year= 1999|isbn=0-7603-0677-X |ref={{harvid|Norris|Wagner|1999}} |url-access=registration |url=https://archive.org/details/airbus0000norr }}</ref> 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.<ref name=A310-history1 />

=== Sales and production end ===
[[File:Interflug Airbus A310-300 Manteufel.jpg|thumb|In 1988, an A310 was delivered to [[Interflug]]: the first Airbus for an Eastern-bloc airline.]]

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]].{{cn|date=November 2025}}  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 [[Airbus A330|A330-200F]] derivative.<ref name=FI-20060314>{{Cite web|url=http://www.flightglobal.com/Articles/2006/03/14/Navigation/177/205407/Airbus+aims+to+fill+freighter+void+with+A330+derivative.html|title=Airbus aims to fill freighter void with A330 derivative|work=[[Flight International]]|date=14 March 2006}}</ref>

The A310 had been commonly marketed as an introduction to wide-body operations for airlines based in [[developing country|developing countries]].  The airliner was replaced in Airbus's range by the highly successful [[Airbus A330|A330-200]], which shares its fuselage cross-section.  Between [[1983 in aviation|1983]], and the last aircraft produced in 1998, 255 A310s were delivered.<ref name=Airbus-deliveries />  The A300 and A310 established [[Competition between Airbus and Boeing|Airbus as a competitor to Boeing]], and allowed it to go ahead with the more ambitious [[Airbus A320 family|A320]], and [[Airbus A330|A330]] / [[Airbus A340|A340]] families.{{Citation needed|date=October 2011}}

{{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.<ref>{{Cite web|url=https://www.flightglobal.com/asset/18365|title=World Census 2017|work=[[FlightGlobal]]|language=en-GB|access-date=28 June 2018}}</ref>{{Update inline|date=December 2023}}

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]].

As of January 2025, only 33 remain in service, with 22 being [[Airbus Corporate Jets|ACJs]], 8 being in passenger service (with [[Ariana Afghan Airlines]](3), [[Iran Air]] (1), [[Iran Airtour]] (4) being the only remaining passenger operators) and 3 in cargo service ([[UPS Airlines]]).

== Design ==
[[File:Biman Airbus A310 Lofting-1.jpg|thumb|The A310 has front and rear main doors, and a smaller emergency exit wing door over the wing.]]
[[File:Airbus A310-304, Lufthansa AN0422291.jpg|thumb|2-4-2 economy cabin]]
[[File:Das Cockpit des Parabelfliegers - 50375105997.jpg|thumb|The cockpit of the Airbus A310]]
The Airbus A310 is a medium- to long-range [[Twinjet|twin-engined]] [[Wide-body aircraft|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.<ref name=A310-success-1982 />  Specifically, the fuselage possessed the same cross-section, but being shorter than the A300, it provided capacity for a typical maximum of 200&nbsp;passengers.  The rear fuselage was heavily re-designed, featuring altered [[tapering (mathematics)|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.<ref name=A310-success-1982 />  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.{{Citation needed|date=December 2019}}

The wing of the A310 was redesigned, possessing a reduced [[Wing span|span]] and wing area, and incorporating simpler single-slotted Fowler [[Flap (aeronautics)|flaps]] designed by [[British Aerospace]] shortly following its decision to join the Airbus consortium.<ref name=A310-success-1982 />  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 [[Spoiler (aeronautics)|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.<ref name=A310-success-1982 />  From 1985 onwards, the A310-300 introduced [[Wingtip device#Wingtip fence|wingtip fences]] which reduced [[lift-induced drag|vortex drag]] and thus improved cruise fuel consumption by over 1.5%.<ref>Airbus The European Triumph, Bill Gunston 1988,{{ISBN|0 85045 820 X}}, p.113</ref>  A limited number of alterations were also performed to the airliner's tail unit, such as the adoption of smaller horizontal tail surfaces.<ref name=A310-success-1982 />

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''.<ref name=Tech-lead />  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 [[Analog signal|analogue]] instrumentation and dials, which were used in conjunction with a range of modern electronic systems.<ref name=Tech-lead />  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.<ref name=Tech-lead />

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.<ref>Airbus The European Triumph, Bill Gunston 1988,{{ISBN|0 85045 820 X}},  p.97</ref> The A310 was launched with the Pratt & Whitney JT9D-7R4D1 or the General Electric CF6-80A3. Subsequently, available were the {{cvt|53500|lbf|kN|lk=on}} CF6-80C2A2 or the {{cvt|52000|lbf|kN|lk=on}}PW4152. From late 1991 the higher thrust {{cvt|59000|lbf|kN}} CF6-80C2A8 or {{cvt|56000|lbf|kN}}PW4156A became available.<ref>Jane's All The World's Aircraft 1992-93,{{ISBN|0 7106 0987 6}}, p.93</ref>

The A310 was equipped with a modified [[landing gear|undercarriage]], derived from the A300; the landing gear were outfitted with [[Reinforced carbon–carbon|carbon]] [[disc brake|brakes]], which were fitted as standard.<ref name=A310-success-1982 />  The structure of the airliner featured a high level of [[composite material]]s throughout both primary and secondary structures, increased beyond that of the earlier A300.  The A310 is outfitted with integrated drive electrical [[Electric generator|generators]] along with [[Auxiliary power unit#Transport aircraft|auxiliary power unit]], which were improved versions of those used on the A300.<ref name=A310-success-1982>"A310 Europe builds on Airbus success." ''[[Flight International]],'' 27 February 1982.</ref>

== 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 ===
:[[File:Airbus A310-221, Swissair AN1031000.jpg|thumb|The prototype Airbus 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.<ref>{{Cite journal|last=Learmount|first=David|date=3 July 1982|title=A310 keeps beating its targets|url=https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201826.html|journal=[[Flight International]]|page=34}}</ref> 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.<ref>{{Cite web |title=AIRBUS A310 |website= janes.migavia.com |url=https://janes.migavia.com/inter/airbus/a310.html}}</ref>

=== A310-200F ===
[[File:FedEx Airbus A310-200 Monty.jpg|thumb|[[FedEx Express]] A310-200F without wingtip fences]]
: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 {{cvt|39|t|lb}} of freight for {{cvt|5950|km|nmi mi}}.<ref>{{Cite web|url=https://www.aerospace-technology.com/projects/a310-200f/|title=A310-200F freight version|work=Aerospace Technology |publisher= Verdict Media Limited|access-date=6 November 2011}}</ref>  No production freighters of the A310-200F were produced. The converted Airbus A310-200F entered service with FedEx Express in 1994.<ref>{{Cite web |title=Airbus A310-200F |website=Aerospace Technology |url=https://www.aerospace-technology.com/projects/a310-200f/}}</ref>

=== A310-300 ===
:[[File:Airbus A310-300 Air Transat (TSC) C-GLAT - MSN 588 (9510329329).jpg|thumb|[[Air Transat]] A310-300 with wingtip fences]]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 device|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 {{cvt|5000|kg}} of fuel in and out of the horizontal stabiliser tank, controlled by the Centre of Gravity Control Computer.

=== A310-300C ===
: The [[Combi aircraft|combi]] version of the A310-300. It can be easily converted for passenger or cargo transport: the seats can be removed and cargo placed on the main deck.

=== A310-300F ===
:The freight version of the A310-300.  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.

[[File:Airbus A310-304(MRTT), Germany - Air Force JP7415094.jpg|thumb|[[Airbus A310 MRTT]] of the [[German Air Force]]]]

=== A310 MRT/MRTT ===
{{Main|Airbus A310 MRTT}}
:The A310 has been operated by several [[air force]]s as a pure transport, the A310-300 MRT Multi-Role Transport.  However several have now been converted to the A310 MRTT '''M'''ulti-'''R'''ole '''T'''anker '''T'''ransport 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 [[parabola]]s, allowing to perform twenty-two seconds of weightlessness.  Operated by {{Interlanguage link|Novespace|fr}}, subsidiary of [[CNES]], French Space Agency, A310 Zero G is based at [[Bordeaux–Mérignac Airport|Bordeaux Mérignac airport]].<ref>{{Cite web|url=https://www.flightglobal.com/news/articles/zero-g-flying-means-high-stress-for-an-old-a310-410416/|title=Zero-G flying means high stress for an old A310|work=[[FlightGlobal]]|date=23 March 2015|language=en-GB}}</ref> It also performs scientific flights, recreational flights under the Air Zero G<ref>{{Cite web |date=2018-01-25 |title=Space, the final frontier -- for nightclubs |url=https://www.france24.com/en/20180125-space-final-frontier-nightclubs |access-date=2025-10-28 |website=[[France 24]] |language=en |agency=[[Agence France-Presse]]}}</ref> brand, and movie special effects, such as for ''The Mummy'' (2017).<ref>{{Cite web|url=http://www.aeronewstv.com/fr/lifestyle/art-culture-aeronautique/3849-tom-cruise-en-apesanteur-dans-la310-zero-g-de-novespace.html|title=Tom Cruise en apesanteur dans l'A310 ZERO-G de Novespace|trans-title=Tom Cruise in zero gravity in the A310 ZERO-G of Novespace|work=AeroNewsTV |access-date=10 March 2018|language=fr}}</ref>

== Operators ==
[[File:Airbus A310-304, Mahan Air JP7443693.jpg|thumb|[[Mahan Air]] A310-300]]
[[File:RCAF CC-150 Polaris Davies.jpg|thumb|[[Royal Canadian Air Force]] [[CC-150 Polaris]]]]
{{Main|List of Airbus A310 operators}}
{{As of|2025|4}}, there are 48 A310 family aircraft in service.<ref name="Airbus_O&D">{{cite web |date=30 April 2025 |title=Orders & Deliveries |url=https://www.airbus.com/en/products-services/commercial-aircraft/market/orders-and-deliveries |url-status=live |archive-url=https://web.archive.org/web/20190210065631/https://www.airbus.com/aircraft/market/orders-deliveries.html |archive-date=10 February 2019 |access-date=31 May 2025 |work=[[Airbus]]}}</ref>

=== Civilian operators ===
{{As of|2025|4|df=US}}, the following airlines are the known remaining civilian operators of A310 aircraft:<ref name="Airbus_O&D" />

*[[Ariana Afghan Airlines]] (3)<ref>{{Cite journal|title=Global Airline Guide 2019 (part one)|journal=Airliner World|date=October 2019|page=4}}</ref>
*[[AVA Airlines]] (1)
*[[Iran Air]] (1)
*[[Iran Airtour]] (2)
*[[ULS Airlines Cargo]] (3) – two operated for [[Turkish Cargo]]
*[[Yazd Airways]] (2)

=== Military operators ===
The A310 is also used by the armed forces of the following countries:<ref>{{cite web |last=Chapman |first=Khalem |date=17 June 2022 |title=Final A310 MRTT retires from Luftwaffe service |url=https://www.key.aero/article/final-a310-mrtt-retires-luftwaffe-service |website=key.aero |access-date=13 July 2025}}</ref><ref>{{cite press release |author=<!-- not stated --> |date=26 September 2024 |title=A310 MRTT test-bed retires after pioneering air-to-air refuelling |url=https://www.airbus.com/en/newsroom/stories/2024-09-a310-mrtt-test-bed-retires-after-pioneering-air-to-air-refuelling |publisher=[[Airbus|Airbus SE]] |access-date=13 July 2025 |quote=...it is used by the Spanish Air Force as a VIP and personnel carrier...}}</ref>

*[[Royal Canadian Air Force]] – designated [[CC-150 Polaris]] (originally ordered by [[Wardair]] and delivered to [[Canadian Airlines]])
*[[Spanish Air and Space Force]]

=== Deliveries ===
By the end of production, a total of 255 A310s had been ordered and delivered.<ref name=Airbus-deliveries>{{Cite web|url=http://www.airbus.com/store/mm_repository/pdf/att00009024/media_object_file_OD_1974-2006.xls|title=Airbus – Historical Orders and Deliveries|publisher=[[Airbus]] SAS|date=January 2007|archive-url=https://web.archive.org/web/20070207171232/http://www.airbus.com/store/mm_repository/pdf/att00009024/media_object_file_OD_1974-2006.xls|archive-date=7 February 2007}}</ref>

{|class=wikitable border=1 style="text-align:right; font-size:96%"
|-
! !! 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.<ref>[https://aviation-safety.net/database/types/Airbus-A310/index "Airbus A310."] ''Aviation Safety Net.'' Retrieved: 30 September 2015.</ref>

=== 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 people 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.<ref>{{Cite web|url=https://www.aviation-safety.net/database/record.php?id=20000130-1|title=ASN Aircraft accident Airbus A310-304 5Y-BEN Abidjan-Felix Houphouet Boigny Airport (ABJ)|last=Ranter|first=Harro|website=aviation-safety|access-date=2019-03-20}}</ref>
*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 of them missing.<ref name="BBCNews5163270">[https://news.bbc.co.uk/2/hi/europe/5163270.stm "Russian plane's 'brakes failed'."] ''BBC News,'' 9 July 2006. Retrieved: 10 April 2007.</ref> 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.<ref name="NYTimes060710">[https://www.nytimes.com/2006/07/10/world/europe/10russiacnd.html?ex=1310184000&en=928c64e05d14da10&ei=5088&partner=rssnyt&emc=rss "Russian plane lost control upon landing."] ''[[The New York Times]],'' 10 July 2006. Retrieved: 11 April 2007.</ref>
*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.<ref>[http://www.sudantribune.com/spip.php?article27490 "30 people killed in Sudan Airways crash – statement."] {{Webarchive|url=https://web.archive.org/web/20080613071747/http://www.sudantribune.com/spip.php?article27490 |date=13 June 2008 }} ''Sudan Tribune,'' 11 June 2008. Retrieved: 12 November 2010.</ref>
*30 June 2009, [[Yemenia Flight 626]], an A310-324, flying from [[Sana'a]], Yemen, to [[Moroni, Comoros|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.<ref>[https://archive.today/20120629035022/http://www.stuff.co.nz/world/middle-east/2552917/Plane-crashes-with-153-on-board "Yemenia Airbus black box found."] ''stuff.co''. Retrieved: 15 April 2015.</ref><ref>Amir, Ahmed, Andrew Cawthorne and Jon Hemming. [https://www.reuters.com/article/newsOne/idUSTRE55T03R20090630 "Yemeni plane crashes in Comoros, 150 on board."] ''Reuters,'' 29 June 2009. Retrieved: 30 June 2009.</ref>
*24 June 2014, [[Pakistan International Airlines Flight 756]], an [[Airbus A330-300|Airbus A310-324ET]], flying from [[King Khalid International Airport]], [[Riyadh]], [[Saudi Arabia]] to [[Bacha Khan International Airport]], [[Peshawar]], [[Pakistan]], was hit by ground gun fire killing one female and injuring two [[flight attendant]]s.<ref>{{Cite web |title=UI Airbus A310-324ET AP-BGN |url=https://aviation-safety.net/asndb/320499 |access-date=2024-05-26 |website=aviation-safety.net}}</ref><ref>{{Cite web |last=Agencies |first=Zahir Shah Sherazi {{!}} |date=2014-06-24 |title=Flights resume after deadly attack on Peshawar airport |url=http://www.dawn.com/news/1114849 |access-date=2024-05-26 |website=DAWN.COM |language=en}}</ref>
* On 24 December 2015, at 08:35, an Airbus A310-304F cargo aircraft, registration 9Q-CVH, 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 ===
*3 December 1984: [[Kuwait Airways Flight 221]] was hijacked by four armed [[Lebanese Shia Muslims|Lebanese Shia]] militants, reportedly affiliated with the [[Hezbollah|Hezbollah movement]]. The hijackers issued formal demands for the release of the 17 prisoners held in Kuwait due to their involvement in the 1983 Kuwait bombings. Over the course of the standoff, women, children, and Muslim passengers were gradually released. However, two American officials were shot dead and their bodies dumped on the runway.  On 8 December 1984, [[Islamic Revolutionary Guard Corps|Iranian Revolutionary Guard]] forces stormed the aircraft and freed the remaining hostages.<ref>BBC World Service 24 Dec. 1984</ref>
*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. Two occupants were injured during the process.
*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.<ref>{{ASN accident|title= VN850|id= 19920904-1|access-date= 3 June 2018}}</ref>
* 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 [[deportation|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.<ref>[https://aviation-safety.net/database/record.php?id=19930211-0 Flight 595 at the Aviation Safety Network]. Aviation-safety.net. Retrieved on 8 July 2011.</ref>
*25 October 1993, [[1993 Nigerian Airways hijack|Nigeria Airways Flight 470]] 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 [[Gendarmerie Nationale (Niger)|Niger National Gendarmerie]] four days later; the co-pilot was killed during the operation.<ref name="siteadmin">{{Cite web |date=2009-06-20 |title='Our June 12 Plane hijack story'-Richard Ogunderu |url=https://saharareporters.com/2009/06/20/%E2%80%98our-june-12-plane-hijack-story%E2%80%99-richard-ogunderu |access-date=2025-02-11|website=Sahara Reporters}}</ref>

=== Other incidents ===
* On 11 February 1991, an [[Interflug]] flight from Berlin to Moscow was involved in a [[go-around]] incident at [[Sheremetyevo International Airport]]. The captain of the A310 (registered D-AOAC) disagreed with the flight computer settings for the go-around, and the resulting opposite control inputs from the flight computer caused a total of four [[Stall (flight)|stalls]], including one that pitched the aircraft up to 88 degrees (nearly vertical). The pilots eventually recovered control and landed the aircraft.<ref>{{ASN accident|id=147079|title=D-AOAC}}</ref>
*On 24 September 1994, [[TAROM]] Flight 381, an Airbus A310 registered YR-LCA flying from Bucharest to [[Orly Airport|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 {{convert|4,100|ft|m}} at the time of the stall to {{convert|800|ft|m}} when the crew was able to recover command. The aircraft landed safely after a second approach. There were 186 people on board.<ref>{{Cite web |title=INCIDENT TAROM |url=http://ufcna.com/DOS2tarom24101994.html |archive-url=https://web.archive.org/web/20110717141027/http://ufcna.com/DOS2tarom24101994.html |archive-date=17 July 2011 |access-date=5 July 2010 |publisher=UFCNA.com}}</ref>
*12 July 2000: [[Hapag-Lloyd Flight 3378]], an A310-304, crashed during an [[emergency landing]] near [[Vienna]] in [[Austria]] due to [[fuel starvation|fuel exhaustion]]. All 143 passengers and 8 crew on board survived.
* On 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 International, 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's inspection procedure for the composite rudder was inadequate; inspection procedures for composite structures on airliners were changed following this accident.
*23 February 2006: [[Mahan Air|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 {{convert|740|ft|m}} despite still being {{convert|11|nmi}} from the runway threshold. At a point 6&nbsp;nm from the runway the aircraft had descended to an altitude of {{convert|660|ft|m}}, which was {{convert|164|ft|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.<ref>{{cite web | url= http://www.aaib.dft.gov.uk/sites/aaib/publications/formal_reports/7_2007_f_ojhi.cfm | title= Report on the serious incident to Airbus A310-304, registration F-OJHI, on approach to Birmingham International Airport on 23 February 2006 | work= UK AAIB | access-date= 28 December 2007 | archive-url= https://web.archive.org/web/20120426175207/http://www.aaib.gov.uk/sites/aaib/publications/formal_reports/7_2007_f_ojhi.cfm | archive-date= 26 April 2012 | df= dmy-all }}</ref>
*12 March 2007: [[Biman Bangladesh Airlines]] Flight 006, an A310-325 carrying 250 passengers and crew, suffered a collapsed nose gear during its takeoff run. There were no fatalities 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.<ref>[https://aviation-safety.net/database/record.php?id=20070312-0 "ASN Aircraft accident Airbus A.310–325 S2-ADE Dubai Airport (DXB)."] ''Aviation Safety Network.'' Retrieved: 6 November 2011.</ref>
*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 Atatürk 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. Another A310 crashed the same day and year.<ref>[https://avherald.com/h?article=4914a087 "Accident: Mahan A313 at Istanbul on Dec 24th 2015, failed to stop at stand"] ''Aviation Herald.'' Retrieved: 1 September 2022.</ref>
*19 July 2023:  a CC150 Polaris and crew were tasked to repatriate personnel and equipment from Exercise Mobility Guardian 23, a multinational Air Mobility exercise led by the United States at Anderson Air Force Base in Guam. The aircraft, operating under callsign Can Force 3149 (CFC3149), arrived in Guam at approximately 2145 Local Time on 21 Jul 23 and was directed to parking by United States Air Force personnel. After shutting down, the crew carried out post flight checks as well as loading the aircraft with baggage and equipment for the return flight the following day. After completing their duties, the crew departed for the hotel at approximately 2300 Local Time. At approximately 1030 Local Time on 22 Jul 23, the unattended aircraft rolled backwards, followed a curved trajectory, and impacted a French Air and Space Force Airbus A400M parked on an adjacent spot.  The impact resulted in serious damage to both aircraft, but no injuries.  The investigation revealed the aircraft to be serviceable prior to the accident. A lack of installed chocks allowed the aircraft to roll from its position after the parking brake reached its designed holding period of 12 hours. Expectation bias, crew fatigue and checklist design contributed to chocks not being installed as well as the crew not detecting the lack of chocks prior to leaving the aircraft. The investigation recommends changes to checklists, availability of fatigue prediction software for planning, and a review of the Fatigue Assessment Report.<ref>{{Cite web |date=2023-09-07 |title=CC150 Polaris (150003) – Epilogue |url=https://www.canada.ca/en/air-force/corporate/reports-publications/flight-safety-investigation-reports/cc150-polaris-150003-epilogue.html |access-date=2024-12-20 |website=www.canada.ca}}</ref>

== Preserved aircraft ==

=== Currently preserved ===
[[File:B-2301 at the Civil Aviation Museum of China (20240518141835).jpg|thumb|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.]]

Eight A310 aircraft are preserved:

*ex-[[China Eastern Airlines]] A310-222 ''B-2301,'' preserved at the China Civil Aviation Museum near [[Beijing Capital International Airport]]
*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 [[İzmir|Izmir]], Turkey.
*ex [[German Air Force|Luftwaffe]] [[Executive Transport Wing (German Air Force)#Retired fleet|10+23 'Kurt Schumacher']], to be preserved as restaurant at Seregenti-Park in [[Hodenhagen]], Germany.
*ex [[Pakistan International Airlines]] AP-BEQ preserved at [[Leipzig/Halle Airport]].

=== Formerly preserved, scrapped during preservation ===

* ex-[[Nigeria Airways]] A310-222 ''5N-AUG'' was the Italian restaurant ''All Italia'' in [[Gilly, Belgium|Gilly]], about 5&nbsp;km south of [[Brussels Charleroi Airport]]. It was destroyed in a fire on 17 November 2020.<ref name=":9">{{Cite web |last=Noëth |first=Bart |date=2020-11-17 |title=Famous Airbus A310, located on a terrain in Gilly, Belgium, burns down |url=https://www.aviation24.be/airlines/famous-airbus-a310-located-on-a-terrain-in-gilly-belgium-burned-down/ |access-date=2024-03-07 |website=Aviation24.be |language=en-GB}}</ref>

== Specifications == 
{{sticky header}}
{| class="wikitable sortable sticky-header" style="text-align: center;"
|+ A310 Airplane Characteristics<ref name=ACAP>{{cite web |title= A310 Airplane Characteristics for Airport Planning |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A310-Dec-2009.pdf |publisher= Airbus |date= Dec 2009 |archive-url=https://web.archive.org/web/20180724213254/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A310-Dec-2009.pdf |archive-date=24 July 2018 |url-status=dead}}</ref>
!Model
!A310-200
!A310-300
|-
![[Cockpit]] Crew
|colspan=2|Two
|-
!2-[[Airline seat|class]]
|colspan=2|220 passengers (20F + 200Y)<ref>{{cite web |url= https://www.airbus.com/aircraft/previous-generation-aircraft/a310.html |title= Out-of-production / A310 |publisher= Airbus }}</ref>
|-
!1-class
|237Y 8-abreast
|243Y 8-abreast / 265Y 9-abreast
|-
!Exit limit
|colspan=2|275 [[passenger]]s<ref name=TCDS />
|-
!Lower deck
|colspan=2|14 [[LD3]] containers
|-
!Length
|colspan=2|{{cvt|46.66|m|ftin}}
|-
!Height
|colspan=2|{{cvt|15.8|m|ftin}} [[fuselage]]
|-
![[Wing]]
|colspan=2| {{cvt|43.9|m}} span, {{cvt|219|m2}} area, 28 ° sweep<ref name=elsevier>{{cite web |url= https://booksite.elsevier.com/9780340741528/appendices/data-a/table-1/table.htm |title= Airbus Aircraft Data File |publisher= Elsevier |work= Civil Jet Aircraft Design |date= July 1999}}</ref> {{#expr:43.9^2/219round1}} [[wing aspect ratio|aspect ratio]]
|-
!Cross section
|colspan=2|{{cvt|5.64|m|ftin}}
|-
!Maximum [[Payload (air and space craft)|Payload]]
|{{cvt|32,834|kg|0}}
|{{cvt|37,293|kg|0}}
|-
![[Maximum Take-Off Weight|MTOW]]
|{{cvt|144,000|kg|0}}
|{{cvt|164,000|kg|0}}
|-
!{{abbr|OEW|Operational Empty weight}}
|colspan=2| JT9D: {{cvt|77.4|t|lb}}<br />PW4000/CF6-80: {{cvt|79.2|t|lb}}
|-
![[Fuel tank|Max fuel]]
|colspan=2| 47,940&nbsp;kg (105,689&nbsp;lb)
|-
![[Jet engine|Engines]]
|[[JT9D]]-7R4 / [[GE CF6]]-80
|JT9D-7R4E1 / [[PW4000]] / CF6-80C2
|-
![[Thrust]] (×2)
|colspan=2|{{cvt|203.8|-|257.4|kN|lbf}}<ref name=TCDS />
|-
![[Speed]]
|colspan="2" | Cruise: {{cvt|0.8|Mach|41100|kn km/h mph|0}}<ref name=AirlinersSpecs>{{cite web |url= http://www.airliners.net/aircraft-data/airbus-a310/20 |title= A310 |work= Aircraft Technical Data & Specifications |publisher= Airliners.net}}</ref><br />[[V speeds#Mach numbers|M<sub>MO</sub>]]: {{cvt|0.84|Mach|41100|kn km/h mph|0}}<ref name=TCDS />
|-
![[Ceiling (aeronautics)|Ceiling]]
|colspan=2|{{cvt|41100|ft|0}}<ref name=TCDS />
|-
!Range
|{{cvt|3,500|nmi}}{{efn|ISA, LRC, JT9D, 237 passengers}}
|{{cvt|5,150|nmi}}{{efn|ISA, LRC, 240 passengers}}
|}

=== Aircraft model designations ===
{{sticky header}}
{| class="wikitable sortable sticky-header" style="text-align: center;"
|+ Type Certificate Data Sheet<ref name=TCDS>{{cite web |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA_TCDS_EASA.A.172_Issue3.pdf |title= Type Certificate Data Sheet |publisher= EASA |date= 21 September 2017 |archive-url= https://web.archive.org/web/20181129183829/https://www.easa.europa.eu/sites/default/files/dfu/EASA_TCDS_EASA.A.172_Issue3.pdf |archive-date= 29 November 2018 }}</ref>
! 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 || [[Pratt & Whitney PW4000|PW4152]]
|-
| A310-325 || 6 March 1992 || PW4156A
|}

== See also ==
{{Portal|Aviation}}
{{aircontent
|see also=
*[[Competition between Airbus and Boeing]]
|related=
*[[Airbus A300]]
*[[Airbus A310 MRTT]]
*[[Airbus A330]]
*[[Airbus A340]]
*[[CC-150 Polaris]]
|similar aircraft=
*[[Boeing 767]]
|lists=
*[[List of jet airliners]]
}}

== Notes ==
{{notelist}}
== References == 
{{Reflist}}

==Sources==
*{{cite book |last1=Chillon |first1=Jacques |last2=Dubois |first2=Jean-Pierre |last3=Wegg |first3=John |title=French Post-War Transport Aircraft |date=1980 |publisher=Air-Britain |location=Tonbridge, UK |isbn=0-85130-078-2|name-list-style=amp}}
* {{cite journal |last=Endres |first=Günter |title=Classic Airliner: Airbus A300 |journal=Flightpath: The International Journal of Commercial Aviation |volume=3 |date=Spring 2004 |publisher=AIRtime Publishing |location=Norwalk, Connecticut, USA |pages=36–85 |isbn=1-880588-73-0}}
* {{Cite book |last=Gunston |first=Bill |author-link=Bill Gunston |title=Airbus: The Complete Story |location=Sparkford, Yeovil, Somerset, UK |publisher=Haynes Publishing, 2009 |isbn=978-1-84425-585-6 |ref={{harvid|Gunston|2009}}|date=February 2010 }}
* {{Cite book |last1=Norris |first1=Guy and Mark Wagner |title=Airbus |location=St. Paul, Minnesota |publisher=MBI Publishing, 1999 |year= 1999|isbn=0-7603-0677-X |ref={{harvid|Norris|Wagner|1999}} |url-access=registration |url=https://archive.org/details/airbus0000norr }}
* Pitt, Ivan L. and John Randolph Norsworthy. ''Economics of the U.S. Commercial Airline Industry: Productivity, Technology and Deregulation.'' "Springer", 2012. {{ISBN|1-4615-5031-9}}.
* Senguttuvan, P. S. ''Fundamentals of Air Transport Management.'' "Excel Books India", 2006. {{ISBN|81-7446-459-X}}.
* Simons, Graham. ''The Airbus A380: A History.'' "Pen and Sword", 2014. {{ISBN|1-78303-041-0}}.
* "World Airliner Census". ''Flight International'', Volume 184, Number 5403, 13–19 August 2013, pp.&nbsp;40–58.

== External links ==
{{Commons and category|Airbus A310}}
*[https://web.archive.org/web/20060130214940/http://www.airbus.com/en/aircraftfamilies/a300a310/a310/ Official website]

{{Airbus aircraft}}
{{Airbus A3xx timeline}}
{{Thai transport aircraft designations}}
{{Spanish transport aircraft}}

{{Authority control}}

[[Category:Airbus A310| ]]
[[Category:Airbus aircraft|A310]]
[[Category:1980s international airliners]]
[[Category:Twinjets]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft first flown in 1982]]
[[Category:Wide-body aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]