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Name A-310
Manufacturer AIRBUS
Body Wide
Wing Fixed Wing
WTC Heavy
Type code L2J
Engine Jet
Engine count Multi
Mass group 4

Manufacturered as:

AIRBUS CC-150 Polaris
AIRBUS Polaris




Long range wide-body airliner. Offers the same engines as the longer A306 suited for mid range operations. With both powerplants, the A300-600 and A310 are fully certified for up to 180 minutes extended-range twin-engine operations (ETOPS), which permits their use on routes over water and across remote regions of the globe. Total of 255 aircraft produced, 228 still remain in service (August 2006).

Technical Data

Wing span 43.9 m144.029 ft
Length 46.66 m153.084 ft
Height 15.8 m51.837 ft
Powerplant 2 x 233 kN GE CF6-50-C2 or 2 x 234 kN P&W JT9D-59A1T turbofans.
Engine model General Electric CF6, Pratt & Whitney JT9D

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 160 kts IAS 190 kts IAS 260 kts IAS 260 kts MACH 0.79 TAS 480 kts MACH 0.79 IAS 290 kts IAS kts Vapp (IAS) 130 kts
Distance 2290 m ROC 2500 ft/min ROC 3000 ft/min ROC 2800 ft/min ROC 1500 ft/min MACH 0.8 ROD 1500 ft/min ROD 2000 ft/min MCS 220 kts Distance 1490 m
MTOW 150000150,000 kg
150 tonnes
Ceiling FL400 ROD ft/min APC C
WTC H Range 51005,100 nm
9,445,200 m
9,445.2 km
30,988,188.999 ft

Accidents & Serious Incidents involving A310

  • A310 / B736, en-route, Southern Norway, 2001 (LB LOS HF) (On 21 February 2001, a level bust 10 nm north of Oslo Airport by a climbing PIA A310 led to loss of separation with an SAS B736 in which response to a TCAS RA by the A310 not being in accordance with its likely activation (descend). The B736 received and correctly actioned a Climb RA.)
  • A310, Irkutsk Russia, 2006 (RE HF FIRE AW) (On 8 July 2006, S7 Airlines A310 overran the runway on landing at Irkutsk at high speed and was destroyed after the Captain mismanaged the thrust levers whilst attempting to apply reverse only on one engine because the flight was being conducted with one reverser inoperative. The Investigation noted that the aircraft had been despatched on the accident flight with the left engine thrust reverser de-activated as permitted under the MEL but also that the previous two flights had been carried out with a deactivated right engine thrust reverser.)
  • A310, Khartoum Sudan, 2008 (RE HF FIRE AW) (On 10 June 2008, a Sudan Airways Airbus A310 made a late night touchdown at Khartoum and the actions of the experienced crew were subsequently unable to stop the aircraft, which was in service with one thrust reverser inoperative and locked out, on the wet runway. The aircraft stopped essentially intact some 215 metres beyond the runway end after overrunning on smooth ground but a fuel-fed fire then took hold which impeded evacuation and eventually destroyed the aircraft.)
  • A310, Ponta Delgada Azores Portugal, 2013 (LOC HF) (On 2 March 2013, the crew of an Airbus A310 mishandled a night tailwind touchdown at Ponta Delgada after a stabilised ILS approach had been flown and, after an initial bounce, the pitch was increased significantly and the main landing gear was fully compressed during the subsequent touchdown resulting in a tail strike and substantial related structural damage. The mishandling was attributed to deviation from the recommended 'light bounce' recovery technique. The absence of an instrument approach to the reciprocal (into wind) direction of the runway was noted and a recommendation that an RNAV procedure be made available was made.)
  • A310, Vienna Austria, 2000 (LOC HF AW) (On 12 July 2000, a Hapag Lloyd Airbus A310 was unable to retract the landing gear normally after take off from Chania for Hannover. The flight was continued towards the intended destination but the selection of an en route diversion due to higher fuel burn was misjudged and useable fuel was completely exhausted just prior to an intended landing at Vienna. The aeroplane sustained significant damage as it touched down unpowered inside the aerodrome perimeter but there were no injuries to the occupants and only minor injuries to a small number of them during the subsequent emergency evacuation.)
  • A310, en-route, Florida Keys USA, 2005 (AW LOC) (On 6 March 2005, an Airbus A310-300 being operated by Canadian airline Air Transat on a passenger charter flight from Varadero Cuba to Quebec City was in the cruise in daylight VMC at FL350 seventeen minutes after departure and overhead the Florida Keys when the flight crew heard a loud bang and felt some vibration. The aircraft entered a Dutch roll which was eventually controlled in manual flight after a height excursion. During descent for a possible en route diversion, the intensity of the Dutch Roll lessened and then stopped and the crew decided to return to Varadero. It was found during landing there that rudder control inputs were not effective and after taxi in and shutdown at the designated parking position, it was discovered that the aircraft rudder was missing. One of the cabin crew sustained a minor back injury during the event but no others from the 271 occupants were injured.)
  • A310, vicinity Abidjan Ivory Coast, 2000 (CFIT HF) (On 30 January 2000, an Airbus 310 took off from Abidjan (Ivory Coast) at night bound for Lagos, Nigeria then Nairobi, Kenya. Thirty-three seconds after take-off, the airplane crashed into the Atlantic Ocean, 1.5 nautical miles south of the runway at Abidjan Airport. 169 persons died and 10 were injured in the accident.)
  • A310, vicinity Birmingham UK, 2006 (LB CFIT HF) (On 24 November 2006, an A310 descended significantly below cleared altitude during a radar vectored approach positioning, as a result of the flight crew's failure to set the QNH, which was unusually low.)
  • A310, vicinity Paris Orly France, 1994 (HF LOC) (On 24 September 1994, lack of understanding of automatic flight control modes, by the crew of an Airbus A-310, led to a full stall. The aircraft was recovered and subsequently landed without further event at Paris Orly.)
  • A310, vicinity Quebec Canada, 2008 (LOC HF) (On 5 March 2008, an Air Transat A310-300 was unintentionally mishandled by the flight crew during and shortly after departure from Quebec and effective control of the aircraft was temporarily lost. Whilst it was concluded that the origin of the initial difficulties in control were a result of confusion which began on the take off roll and led to a take off at excessive speed followed by subsequent mismanagement and overload, the inappropriate steep descent that followed was attributed to the effect of somatogravic illusion in respect of aircraft attitude control in conjunction with a singular focus on airspeed.)
  • B762 / A310, Toronto Canada, 2001 (RI HF) (On 23 October 2001, at Toronto Pearson Airport, a B767 cleared for take-off was forced to reject the take-off when a tractor towing an A310 crossed the runway ahead of it. The tractor had been cleared to cross the active runway by ATC.)