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A300-600
A300-600R of Iran Air
Role Wide-body jet airliner
National origin Multinational
Manufacturer Airbus
First flight 9 July 1983
Introduction April 1984 with Saudi Arabian Airlines
Status In service
Primary users FedEx Express
UPS Airlines
European Air Transport Leipzig
Mahan Air
Number built 317

The Airbus A300-600 is a twin-engine jet airliner developed and manufactured by Airbus Industrie (later Airbus).[1][2][3][4][5]

The A300-600 was developed as the next-generation model of the Airbus A300, a twin-engine wide-body aircraft, and the A300-600 has enhanced capacity and cruising capacity compared to the conventional A300, and the latest technology at the time of development was introduced into Avionics and others. Some of the components of the A300-600 were shared with the Airbus A310, and the qualifications for driving were also shared with the A310. The A300-600 is equipped with a turbofan engine, one each on the left and right below the main wing, which has a low wing configuration. The tail is a low wing configuration and the landing gear is a front wheel configuration. The A300-600 has a total length of 54.08 meters and a total width of 44.85 meters (when equipped with Wingtip fence). Also, the maximum takeoff weight is 153 to 171.7 tons, the standard number of seats is 226 seats in a two-class system, and the maximum cruising speed is Mach 0.82. In addition to the base model A300-600, the A300-600R has been developed to extend the cruising range, the freight-only A300-600F/-600RF, and the A300-600ST (Beluga) for large freight transportation's was also developed and produced.

The A300-600 was first in serviced by Saudi Arabian Airlines (now Saudia) in April 1984. The total number of A300-600 series produced was 317, and the production was discontinued after the aircraft delivered to FedEx in July 2007. As of November 2015, 11 aircraft loss accidents and 5 times fatal cases/accidents were reported due to the A300-600 series, resulting in a total of 736 deaths.

History[edit]

Development of A300 first generation[edit]

Airbus A300B (First product by Airbus Industrie)

With the arrival of the Boeing 707, Douglas DC-8, etc one after another, the era of a full-fledged jet airliner has arrived, and in the middle of the 1960s, there was a demand for larger passenger aircraft.[6] It is expected that the time will come when you can easily get on an airplane when you go to the airport, and the word "Airbus" was coined as "an airplane that you can easily take like a bus".[7][8] At that time, European aircraft manufacturers did not have the financial resources to commercialize the "Airbus" independently, so international co-development of “Airbus” was sought in European countries.[9][10][7] On the way, there were twists and turns such as the British government, which was the driving force, withdrew from the plan, but both the French and German (West Germany) governments became the center of the plan, and the official development signing ceremony was held on May 29, 1969.[11][12][13]

The plan of the aircraft was named "A300B", and it was decided to be a wide-body aircraft with about 250 seats and two turbofan engines. The Airbus Industrie was established to bring the business together.[14][11] The investment in Airbus Industry was split between Aérospatiale of France and Deutsche Airbus of West Germany by 50 per cent, followed by Spain's CASA. In addition, Hawker Siddeley in the UK and Fokker in the Netherlands shared the development and production as a cooperating company.[15] Aérospatiale and Deutsche Airbus put together the entire aircraft, and Hawker Siddeley designed the wings.[15]

The A300B first flew in October 1972 and was first introduced by Air France in May 1974.[16][17] Initially, orders for the A300B were sluggish, but thanks to the strong support of the participating governments and banking groups, we succeeded in marketing to Eastern Airlines, etc. in the United States, and improved from the latter half of 1977.[18][19]

Development of A310・Participation in the British government's plan for Airbus[edit]

Airbus Industrie, which is expected to continue its business, predicted a market survey that demand for passenger aircraft with more than 200 seats would increase, and decided to develop a shortened version of the A300 as the next product. This derived type was named "A310", officially decided to be developed on July 7, 1978, and on July 13, the same year, business approval was obtained from both the French and German governments.[20]

A310-200 of Swissair (Swiss Airlines, along with Lufthansa, were the first orderers of the A310.)

The British government, which had left the plan, changed its policy when the prospect of the A300 sales improvement and the A310 development decision came into view.[21][22] On April 29, 1977, the UK integrated four aircraft manufacturers, including Hawker Siddeley, to form the state-owned British Aerospace (BAe).[23][24] In November 1978, it was decided to join the British government's Airbus program.[25] The A310 has a shorter fuselage and tail than the A300B2, a model of the A300B, and the main and horizontal stabilizers have been redesigned accordingly. At the same time, Boeing was studying the twin-engine wide-body "7X7" (later B767) as a completely new development. Therefore, to counter it, Airbus Industrie has included as much new technology in the A310 as possible.[20] At the time, in addition to the rapid progress in digital communication and control technology, airlines were directly seeking to reduce operating costs. As a result, the A300's analog system was completely redesigned into a digital system, and automation and fly-by-wire technology was also introduced to the A300.[26]

The glass cockpit A310 has become a wide-body aircraft that can be operated by two pilots with standard specifications. In addition, the range of applications for composite materials such as carbon fiber reinforced plastic (CFRP) has been expanded.[27]

The A310 was produced on the same assembly line as the A300,[28] and the serial number was the same as the A300.[29] A total of 162 aircraft became the first aircraft of A310 and made its first flight in April 1982.[29] The A310 received type certification in March 1983 and entered first service by Lufthansa in April of the same year.[30][29]

Airbus Industrie was already considering the introduction of new technology in the A300 as well as the A310.[28] The new A300 introduces the same two-seater cockpit as the A310, while increasing the number of seats a little to avoid competition with the A310, increasing the commonality of the A300 and A310 operations.[31]

The airframe structure of this next-generation A300 was developed based on the A300B4, and the official model name was named "A300B4-600", but it is generally called "A300-600".[32][33]

After receiving orders for 11 aircraft from Saudi Arabian Airlines (now Saudia), which became the first orderer, the development of the A300-600 was officially decided on December 6, 1980.[31]

Design process[edit]

A300-600R seen from the front

The development objective of the A300-600 was to increase the range that it can fly and payload of the A300.[32] Based on the A300B4 airframe structure, the fuselage was extended and the weight was reduced, aerodynamic characteristics were improved, and aerodynamic resistance was reduced.[34]

The two-person cockpit has been studied since the first generation of the A300.[32] In the normal specifications of the A300 first generation, the equipment operated by the flight engineer is mainly on the starboard side in the cockpit, but after the engine is started, the operation panel is installed so that the flight engineer can sit forward and fly.[35] Airbus Industry further advanced this idea and developed and put into practical use a cockpit called FFCC (abbreviation of Forward Facing Crew Cockpit) that does not require an flight engineer and can be operated by only two pilots.[35][36][37]。In the first half of the 1980s, the development and verification tests of prototypes made of CFRP for the leading edge of the A300 vertical stabilizer and the main landing gear doors were also conducted.[38]

Right side of A300-600R

The technologies accumulated in the research and development of A300 first generation and A310 were introduced to A300-600.[39][28] In the development of the A300-600, strengthening the cruising power and loading capacity over the A300 first generation, and keeping the development and production costs and the operating costs of airline companies by sharing commonality with the A310 as much as possible, was targeted.[32][40]

As for the fuselage, while extending the parallel part of the rear fuselage of A300B4 by 3 frames (1.59 meters), by diverting the tail of A310, which is shortened by 2 frames, while suppressing changes in the center of gravity and tail distance due to fuselage extension, Seats for one row-two rows (8-16 seats), LD-3 air freight container for one row (two) in the cargo room has been reinforced.[40] Since the entire tail part was shared with the A310, the horizontal stabilizer was also changed to the same small size as the A310.[28]

The wings are also improvements made to the A300 first generation wings. The low-speed ailerons on the outer wing were abolished, and lateral control was performed by a full-speed aileron and spoiler in the middle of the wing.[41][31] In the A300 first generation, the flap was a special method called "double-slot type fowler flap with tabs", but with the A300-600, it was simplified to a "single-slot type fowler flap".[42][43] The trailing edge cross section of this flap has a large upward warp, and its aerodynamic characteristics are close to those of the A310 main wing.[42] This has improved stall characteristics and eliminated the slatted fence from the A300 1st generation wing, which is no longer needed on the A300-600.[42]

In addition to improving the main wing, adopting a small horizontal stabilizer, and introducing fly-by-wire as described above, expanding the use of composite materials, adopting a small and lightweight auxiliary power unit, adopting a carbon brake, and reducing the weight of cabin equipment etc. As a result, a total weight reduction of 2 tons has been achieved.[42]

The engines of the A300-600 are the CF6 series made by General Electric (GE) and the JT9D series made by Pratt & Whitney (P&W). However, it has been changed to an improved version with improved fuel consumption and thrust.[31][33]

Production and testing[edit]

Since the first generation of A300, the production of A300-600 has continued to be carried out by the international division of labor system, and the share of each country was similar to A310.[44] The final assembly was done in Toulouse, France, just like the previous Airbus aircraft.[45]

The serial numbers of the A300-600 are serial numbers including A300 1st generation and A310.[31] The serial number 252 was the first A300-600, which made its first flight on July 9, 1983.[31] Three aircraft were used in the flight test for type certification, a total of 232 flights and a total flight time of 506 hours were tested. On March 9, 1984, type certificates were issued by the aviation authorities of West Germany and France.[31] And on March 25 of the same year, it was first delivered to Saudi Arabian Airlines.[40]

Start of service[edit]

Airbus A300B4-620 of Saudi Arabian Airlines

In April 1984, Saudi Arabian Airlines entered service on the A300-600, and the company received 11 of them by October of that year.[46]

The A300-600 continued to be improved even after production began, and in order to suppress the wing tip vortex and improve the lift-drag ratio, the wing tip of the main wing has a wing tip-shaped plate named wingtip fence.[39] The world's first commercial aircraft equipped with wingtip fences is the A300-600 of Thai Airways, which launched on October 5, 1985. Thai Airways launched the A300-600 on the Bangkok-Osaka route, and then deployed it on routes connecting Bangkok and Tokyo, and Dhahran in Saudi Arabia.[47]

Derived type development[edit]

Until the early 1980s, for safety reasons, twin-engine flights were limited to routes with airfields that could land within 60 minutes. For this reason, three- and four-engine aircraft were used on long-distance routes such as intercontinental routes.[48][49] However, with the improvement of engine reliability and performance, in the 1980s, studies to relax restrictions on the flight path of twin-engine aircraft began in earnest.[49] Regulatory authorities, aircraft manufacturers, airlines, etc. have compiled the requirements for allowing long-distance operation of twin-engine aircraft, and in 1985 a standard called ETOPS was established.[49][50] The acquisition of ETOPS certification for A300-600 was promoted. First, the GE CF6 engine specification was approved for 90 minutes on October 22, 1986, and the P&W JT9D engine specification was approved for 120 minutes on April 10, 1986.[51]

Anticipating that airlines will require enhanced cruising capability, Airbus has set the sights on developing an extended cruising range for the A300-600 as well as the A310.[52] This derivation type has the official model name A300B4-600R and was called A300-600R.[53][54] Like the A310-300, which is a long-distance type of the A310, the A300-600R also has a fuel tank in the horizontal stabilizer to increase the amount of fuel loaded, and transfers fuel between the tail and main wing fuel tanks to achieve the center of gravity of the aircraft, a position control system was also installed.[54][55] In addition, in response to the increase in weight due to this, part of the aircraft structure was strengthened, part of the structure and materials was changed, and the system was improved, etc., and the weight was reduced by 1,260 kg.[54]

A300-600R seen from the rear

The first A300-600R was a GE-made CF6 engine with a total of 420, and it made its first flight on December 9, 1987.[56][54] The type certificate was issued on March 10, 1988, and it was first delivered to American Airlines on April 20, 1988.[57][56] On May 10, 1988, American Airlines launched the A300-600R for the first time on the route connecting the mainland US and the Caribbean region.[58][59] On the first flight on this route, there was a fuel tank warning, so there was a problem of diverting in the middle, but passengers were transferred to an alternative flight, and the aircraft returned to normal operation after being repaired locally.[58] The P&W JT9D engine version first flew on September 20, 1988, and was first delivered to Korean Air on November 29, 1988.[60][56]

afterwards[edit]

Airbus is also developing products following the A310 and A300-600, and has developed the A320, the company's first single-passage aircraft (narrow body aircraft).[61] The flight control system on the A320 has evolved further from the A300-600 to become a complete glass cockpit, with the side sticks replacing the conventional control stick as the control device.[62] The A320 made its first flight in February 1987 and obtained type certification in February 1988. In March 1988, delivery of the A320 to airline companies began.[61] Also in the field of wide-body aircraft, Airbus aims to expand into the passenger plane market, which is larger than the A300 and has a long cruising range, and simultaneously developed the large twin-engine A330 and the four-engine A340 in parallel.[63][64] The A340 started service in February 1993 and the A330 started service in January 1994.[65] The A330 and A340 had the same fuselage cross section as the A300, but the main wing was newly designed, and the cockpit and system were almost the same as the A320.[66] For Airbus passenger aircraft from A320 onward, the Cross Crew Qualification (CCQ) system is recognized due to the common control system, and pilots who have the qualifications for piloting the target model can use different models for short-term conversion training and can now get the pilot qualification.[67]

A300-600ST (Beluga)

Airbus continued to share the production of parts and components in each participating country even for A320 and later models.[68] Until now, "Super Guppy" transport aircraft have been used to transport components produced in the participating countries. However, due to its obsolescence and the rapid growth of Airbus' business, new transport aircraft were needed to address this.[69][70] Therefore, Airbus officially decided in August 1991 to develop the "A300-600ST (Beluga)", which is a new transport aircraft based on the A300-600R.[71] The main wing and engine of the A300-600ST are the same as those of the A300-600R, and the upper half of the fuselage is extremely thick to accommodate large cargo.[72] The A300-600ST first flew on September 13, 1994, and delivery began on October 25, 1995.[73] Five A300-600 STs were produced by 2001, but all were operated by Airbus Transport International, an Airbus subsidiary, all of Super Guppy (Aircraft that were engaged in the production of Airbus aircraft in the past) Aircraft have been retired.[73][71]

From the end of the 1980s to the early 1990s, the number of deliveries after the appearance of the A300-600 was roughly over 20 every year. However, when the delivery of the A340 and A330 began, and in the mid-1990s, the sales slowed down, and about 10 aircraft were produced each year.[74][75] The A300 and A310, which were not subject to CCQ, are now left behind from the trend toward the family of Airbus aircraft that began with the A320.[76] On March 8, 2006, Airbus announced that production of the A300 and A310 will end in July 2007, and thereafter the production line will be closed as soon as production of the ordered aircraft is completed. [77][57] The final production aircraft was a serial number 878 A300-600R cargo type, which first flew on April 18, 2007 and was delivered to FedEx on July 17, the same year.[57]

The number of produced and delivered A300-600 series including A300-600ST was 317.[60][78] The breakdown of each model is 35 A300B4-600 was 35, A300C4-600 was 4, A300B4-600R was 167, A300C4-600RC was 2, A300F4-600R was 104, A300-600ST was 5.[74][79]

Features of the aircraft[edit]

Shape and Structure[edit]

A300-600R looking down from the upper left

The airframe structure of the A300-600 was designed based on the first-generation A300B4.[32] The A300-600 is a monoplane with the retreating wing main wings arranged in the low wing, and is equipped with two turbofan engines by total with a high bypass ratio under the left and right main wings.[53][80] The tail arrangement is conventional, with the horizontal and vertical stabilizers attached directly to the fuselage tail.[80] The landing gear is a front wheel type, with two wheel type front legs at the nose and four wheel type main legs at the root of the left and right main wings.[81][82] The body dimensions of the A300-600 series are the same except for the A300-600ST, which has a perfect circular cross section with a diameter of 5.64 meters, a total length of 54.08 meters and a total height of 16.53 meters.[83]

A300-600 seen from the back

The main wing of the A300-600 is a swept wing with a taper, and the wing tip fence called the wing tip fence is added to the wing tip from the middle of production. What A300-600 with a wingtip fence, it has a wingspan of 44.85 meters and a wing area of ​​260 square meters.[81][82][83] The wing structure of the A300-600 is basically the same as that of the first generation of the A300, with ailerons, spoilers, and high lift devices with slats and Kruger flaps on the leading edge and flaps on the trailing edge. However, the blade is simplified and the airfoil is improved.[42][41][52] The aileron of A300-600 is only full speed aileron in the middle of the wing, and lateral control is performed by this aileron and spoiler.[41][31] The flap is a single slot type fowler flap,[42] its maximum deployment angle is 32.5 degrees.[84] In addition, the rear edge cross section of this flap has a large upward warp, and its aerodynamic characteristics are close to those of the A310 main wing.[42] Furthermore, from the middle of production, a wing-tip-shaped plate called the wing tip fence was added to the wing tip.[39][31] These improvements increased the maximum lift-to-drag ratio by 8.3 percent compared to the first generation.[42] 左右の主翼および中央翼（主翼が胴体内を貫通する部分）内に燃料タンクが設けられている[31]。

Left side of A300-600

尾翼を含む尾部はA310と共通である[39]。垂直尾翼は垂直安定板と方向舵で構成され、高さが8.3メートルである[81][82]。水平尾翼は水平安定板と昇降舵で構成され、翼幅が16.26メートルである[81][82]。航続距離延長型のA300-600Rでは、水平安定板の内部には燃料タンクが設けられ、主翼タンクとの間で燃料を移動させ、機体の重心位置を制御するシステムが搭載されている[85]。このシステムはA310で実用化されたものと同様のもので、機体姿勢を維持する際に発生するトリム抗力を抑制することができる[86][87]。

A300-600で使用されている複合材料は、CFRPとGFRPのほか、アラミド繊維（ケブラー）強化複合プラスチック（AFRP）がある[88]。CFRPの使用部位は、垂直安定板の一次構造部材[注釈 1]のほか、方向舵や昇降舵、降着装置の格納扉などである[88][31]。GFRPとAFRPの使用部位はいずれも二次構造部材で、GFRPが垂直安定板の前縁と後縁、水平安定板の翼端部、AFRPが機首のレドーム、主翼のトラック・フェアリングやパイロンカバーの一部などである[88][31]。そのほか、主翼のアクセスパネル[注釈 2]などにはチタン合金が用いられている[31]。

Flight system[edit]

A300-600シリーズの運航に必要な操縦士は機長、副操縦士の2人である[93]。A300-600のコックピットはA310と共通化されており、操縦資格も共通化された[94]。このコックピットは人間工学的研究に基づいた設計で機能性や居住性の向上が図られた[93]。このコックピットの設計は自動車メーカーのポルシェが手がけたことから「ポルシェ・コックピット」とも呼ばれた[93]。ブラウン管 (CRT) ディスプレイに各種情報を表示するいわゆるグラスコックピットだが、エンジン関連で機械式計器も残された[57][54]。ディスプレイは左右の操縦席に各2面、中央に電子式集中化航空機モニター（ECAMモニター）が2面の計6面配置されている[54]。

操縦士2人での運航を実現するため、従来航空機関士が担当していた計器類は整理統合の上で、正面のディスプレイやオーバーヘッドパネル（コックピット天井のパネル）に集められた[93]。エンジン、油圧、電源、与圧や空調、燃料、ドア、車輪系統のほか巡航時に必要なシステムの計器・警報類は整理され、ECAMモニターに表示される[95]。画面上のページを切り替えることで必要な情報を得ることができ、通常運航時には地上・飛行中のそれぞれに対応した情報が自動的に表示されるほか、故障発生時には故障状況や回復操作が表示される[95]。

A300-600シリーズは、飛行管理システムと慣性計測装置を主要構成要素とする自動飛行制御システムを備える[96]。慣性計測装置はレーザー・ジャイロを使用し、GPSによる補正機能を備える仕様もある[97]。

また、UPSエアラインでは既存の52機に対し、新しい飛行管理システム、ハネウェルRVR 4000気象レーダーシステム、LCDディスプレイ、統合スタンバイ計器（ISIS）、航空無線データ通信（ACARS）、セントラルメンテナンスシステムと近代的な強化型対地接近警報装置（EGPWS）の統合システムへの置き換えなどを行うアップグレードを行う。このアップグレードはA300だけでなくA310にも適用できる[98][99]。2020年に認定され、同年半ばから後半かけて引き渡し予定となっている[100]。

Cockpit of A300-600

  • center panel ECAM monitor
    center panel ECAM monitor
  • right cockpit
    right cockpit

Guest room and Freight room[edit]

A300の客室は最大幅が5.29メートル、最大高が2.33メートルである[101]。客室内には通路が2本配置され、標準的な座席配置は上級クラスでは2-2-2の6アブレストであり、エコノミークラスでは2-4-2の8アブレストで座席間隔を詰めれば3-3-3の9アブレストも可能である[102]。エアバスによる標準座席数は2クラス編成で247席（上級クラス26席＋エコノミークラス221席）、エコノミーのモノクラス編成では285席から345席であり、非常口により決まる上限座席数は361席である[102][103]。客室の扉配置は左右対称で、乗降用ドアは客室最前部、最後部、主翼の前方部に各1組あり、加えて主翼後方に非常口が1組配置されている[102][104]。

A300-600R seat layout example

座席の頭上には手荷物を収納するためのオーバーヘッド・ビンが配置されている[105]。オーバーヘッド・ビンは固定棚式で、扉は上に開く[105]。扉の下部には手すりとなる溝があり、立って移動する人が掴めるようになっている[105]。オーバーヘッド・ビン内には、収納式のCRTディスプレイ（生産後期には液晶ディスプレイ）を搭載できるオプションもあり、乗客に映像などを提供できた[105][97]。内装の仕様は基本的にA310と共通である[57]。

床下貨物室は3室に分けられており、主翼を挟んで前方貨物室と後方貨物室があり、その後ろにバルク貨物室がある[106]。床下貨物室のドアは右舷にあり、前方・後方貨物室には外開き式扉が各1か所、バルク貨物室には内開き式扉が1か所ある[107][108]。前方・後方貨物室はLD-3航空貨物コンテナを左右に並べて搭載できる幅を持っており、最大収容数は前方が12個、後方が10個である[106]。コンテナやパレットの積み下ろしを行うため、前方・後方貨物室には貨物積載装置を備えている[97]。

純貨物型では、床下に加えてメインデッキにも貨物が搭載できるよう、メインデッキの左舷前方に幅3.58メートル、高さ2.59メートルの貨物扉が設置されている[108]。コックピットの直後には関係者用の座席4席と化粧室が設けられており、その後ろには貨物が前方に飛び出すのを防ぐバリヤーネットが張られる[109]。

In A300-600 cabin of Lufthansa

  • A picture of the front of the economy class cabin. Seats are lined up in a 2-4-2 arrangement across two aisles.
    A picture of the front of the economy class cabin. Seats are lined up in a 2-4-2 arrangement across two aisles.
  • A photograph of the interior of a high-class room viewed from the front. The seats are lined up in a 2-2-2 arrangement across the two aisles.
    A photograph of the interior of a high-class room viewed from the front. The seats are lined up in a 2-2-2 arrangement across the two aisles.

Series[edit]

本節ではA300-600およびその派生型を扱う。A300-600Rをベースに開発されたA300-600STについては「ベルーガ」を参照のこと。

A300の型式名は装備するエンジンによって細分化されている（表1）。GE製のCF6エンジンおよびP&W製のJT9DエンジンとPW4000エンジンを装備する機体が生産された。A300第１世代での受注が無かったロールス・ロイス製エンジンを装備する仕様は提示されなかった[31]。

表1: 型式名と装備エンジンの一覧[110]
型式名 エンジン 型式証明取得
A300B4-601 GE CF6-80C2A1 1985年9月17日
A300B4-603 GE CF6-80C2A3 1987年1月27日
A300B4-620 P&W JT9D-7R4H1 1984年3月9日
A300B4-622 P&W PW4158 1989年3月6日
A300C4-620 P&W JT9D-7R4H1 1984年5月17日
A300B4-605R GE CF6-80C2A5 / CF6-80C2A3 /CF6-80C2A5F 1988年3月10日
A300B4-622R P&W PW4158 1988年11月25日
A300F4-605R GE CF6-80C2A5 / CF6-80C2A5F 1994年4月19日
A300F4-622R P&W PW4158 2000年7月20日
A300C4-605R GE CF6-80C2A5 1999年7月2日

Outline[edit]

  • 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.

A300-600[edit]

Airbus A300B4-603 (A300-600)

正式な型式名はA300B4-600で、A300-600は通称である[39]。エンジンは、P&W製JT9DエンジンとGE製CF6エンジンが採用された[53]。最大離陸重量は165トンであり、乗客を276人収容した場合の航続距離は、JT9Dエンジン仕様が6,575キロメートル、CF6エンジン仕様が6,945キロメートルである[31]。A300-600の初号機はA300・A310の通算252号機でJT9Dエンジン仕様であった[31]。1983年7月8日に初飛行し、1984年3月9日に型式証明を取得した[33]。A300-600の初引き渡しは同年3月25日にサウジアラビア航空に行われ、同社は翌月に路線就航を開始した[40][111]。CF6エンジン仕様は1985年3月26日に形式証明が交付された[31]。A300-600Rが開発されると、生産はA300-600Rへ完全に移行した[112]。

A300-600R[edit]

Airbus A300B4-605R (A300-600R)

A300-600RはA300-600の航続距離延長型で、正式な型式名はA300B4-600Rである[39][113]。エンジンは、GE製のCF6エンジンとP&W製のPW4000エンジンが採用された[53]。A300-600Rでは水平尾翼内も燃料タンクとして燃料搭載量を増やすとともに、尾翼と主翼の燃料タンク間で燃料を移送して機体の重心位置を制御するシステムが搭載された[55]。このシステムは、A310の長距離型A310-300と同じ物で、機体の姿勢を一定に保つのに必要なトリム抵抗を最小限に抑えられ、運航経済性の向上が図られた[55]。A300-600に対して主翼構造の強化や部材変更による軽量化も実施された[32]。

A300-600Rの初号機は通算420号機でCF6エンジン装備型であった[57]。1987年12月9日に初飛行し、1988年3月10日に型式証明が交付され、同年4月20日にアメリカン航空に初納入された[60][56]。PW4000エンジン装備型は1988年11月25日に形式証明を取得し、同月大韓航空に初引き渡しされた[60][56]。

A300-600F/-600C[edit]

A300F4-600 (A300-600F)

A300-600Rをベースにした貨物専用型がA300-600Fであり、正式な型式名はA300F4-600Rである[114][115][116]。A300-600Fは、1991年に米国の宅配業者フェデックスから受注して開発が始まった[116]。1994年4月19日に欧州での型式証明、同月27日に米国FAAからも型式証明を取得して引き渡しが始まった[117][114][116]。

A300-600Fは、A300-600Rの機体を基本として貨物機としての設備を有する[115]。メインデッキにも貨物が搭載できるよう、メインデッキの左舷前方に幅3.58メートル、高さ2.59メートルの貨物扉が設置されている[108]。コックピットの直後には関係者用の座席4席と化粧室が設けられており、その後ろには貨物が前方に飛び出すのを防ぐバリヤーネットが張られる[109]。メインデッキは床面が強化され、煙探知装置などが追加されている[115]。

A300-600Fを基本に、貨物扉と貨物取扱システムを小型のパレットから大型コンテナまであらゆる寸法に対応させたタイプもあり、ゼネラル・フレイターと呼ばれる[115]。ゼネラル・フレイターは2003年1月にエア・ホンコンの発注により生産が決定し、2004年10月1日に最初の引き渡しが行われた[115]。

A300-600Fと同様の仕様で、旅客型と貨物型との相互転換を可能にしたタイプが、A300-600コンバーチブル（A300-600C）である[72]。A300-600Cでは、メインデッキを貨客混載仕様にもでき、その場合、客席を83席として、貨物部に96インチ×125インチ（2.24メートル×3.18メートル）パレットの場合9枚収納することが可能である[115]。

新造機として生産された純貨物型およびコンバーチブル型は、A300-600Fが104機、A300-600Cが6機である[115]。これに加えて、旅客型のA300-600やA300-600Rからの改造された貨物型もある[72]。

Operation status[edit]

A300-600R of Korean Air is parked. A Jet bridge is connected to the left front door.

A300-600シリーズの引き渡し総数は312機であった[72]。A300-600シリーズの運航機数が最も多かったのは2000年代中盤で、約290機をピークにその後は引退が進んでいる[118]。

A300-600R of Thai Airways

A300-600シリーズを新造機で最も多く導入したのはUPS航空で53機、次いでフェデックスが42機導入しており、貨物航空会社が上位を占めた[60][119]。新造機を10機以上導入した旅客航空会社は、導入数の多い順にアメリカン航空 (34)、大韓航空 (24)、日本エアシステム (22)、タイ国際航空 (21)、ルフトハンザ航空 (13)、サウディア (11)、チャイナエアライン (10)、中国東方航空 (10)、ガルーダ・インドネシア航空 (10)であった[60][119]。

Major accidents or incidents[edit]

2015年11月現在、A300-600シリーズの機体損失事故は11件報告されている[120]。A300-600シリーズでの死亡事故は4件、ハイジャックは1件で合わせて736人が亡くなっている[121]。

1984年12月4日に発生したハイジャックがA300-600運航中における最初の死亡事件となった[121][122]。ドバイ発カラチ行きのクウェート航空のA300C4-620がハイジャックされてテヘランのメヘラーバード国際空港へ着陸した[122]。乗客乗員161人が人質となり153人が解放されたが、乗客2名が犯人グループに殺された[122]。その後犯人はイランの治安部隊に制圧されて事件は終息した[122]。

A300-600で最初の死亡事故は、1994年4月26日に名古屋空港（当時）で発生した中華航空140便墜落事故である[121]。台湾の中正国際空港から飛来したA300-622Rが着陸態勢に入ったところで副操縦士が意図せず自動操縦装置のモードを切り替えてしまい、その後操縦士の操作と自動操縦装置の操作が相反し続けた結果、失速して尾部から墜落し炎上した[123][124]。この事故で、乗客乗員271人のうち264人が死亡した[124]。また、1998年2月16日には、同じチャイナエアライン（日本語名称を中華航空から変更した）の同型機によるチャイナエアライン676便墜落事故が発生した[125]。小雨と霧で視界不良の中正国際空港へ進入中だったA300-622Rが着陸復行を行おうとした直後、大きな機首上げ姿勢となって制御を失い住宅地に墜落炎上した[126][127][125]。この事故で、乗客乗員196人全員と地上にいた住民ら7人が死亡した[125][126]。

A300-600シリーズで死亡者数が最大の事故は、2001年11月12日に発生したアメリカン航空587便墜落事故である[121]。事故機はジョン・F・ケネディ国際空港を離陸直後、先行機の後方乱気流に遭遇した[128]。その際、副操縦士が本来必要ない方向舵の操作を過剰に行ったことで垂直尾翼が脱落し、制御を失った当該機は住宅街に墜落した[128]。この事故により、乗客乗員260人全員が死亡したほか、地上で巻き込まれた5人が死亡した[128]。

Main specifications[edit]

本節ではA300-600およびその派生型の主要諸元を示す。

表2: A300-600シリーズの主要諸元
A300B4-600 A300B4-600R A300F4-600R
運航乗務員数 2名[103]
標準座席数 （3クラス） 213席[105] N/A
標準座席数 （2クラス） 226席[105] N/A
最大座席数 （1クラス） 361席[103] N/A
貨物室容積 158.54 m3[129] メインデッキ: 540 m3

床下貨物室: 158 m3[130]

全長 54.08 m[83]
全幅 44.85 m[注釈 3][81][82]
全高 16.53 m[83]
主翼面積 260 m2[83]
胴体直径 5.64 m[81][82]
客室幅 5.29 m[101] N/A
最大無燃料重量 (MZFW) 130,000 kg[129] 130,000 - 136,500 kg[130]
最大離陸重量 (MTOW) 153,000 - 165,000 kg[129] 140,000 - 171,700 kg[129] 165,100 - 170,500 kg[130]
最大着陸重量 (MLW) 138,000 kg[129] 138,000 - 140,000 kg[129] 140,000 - 143,300 kg[130]
最大巡航速度 マッハ0.82[83]
航続距離 6,945 km[83] 7,700 km[83] 4,630 km[83]
エンジン (×2) GE CF6-80C2P&W JT9D-7R4H1P&W PW4158[53] GE CF6-80C2

P&W PW4158[53]

  • GE: ゼネラル・エレクトリック、P&W: プラット・アンド・ホイットニー
  • †: ウイングチップ・フェンス装備仕様

See also[edit]

External links[edit]

References[edit]

Cite

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Books

  • 青木, 謙知 (2010), AIRBUS JET STORY, ISBN 978-4-86320-277-1
  • 青木, 謙知 (2014), 旅客機年鑑2014-2015, イカロス出版, ISBN 978-4-86320-820-9
  • 久世, 紳二 (2006), 形とスピードで見る旅客機の開発史 : ライト以前から超大型機・超音速機まで, 日本航空技術協会, ISBN 4902151146
  • 日本航空宇宙工業会, ed. (2007), "平成19年度版 世界の航空宇宙工業", Sekai No Kōkū Uchū Kōgyō, 日本航空宇宙工業会, ISSN 0910-1535
  • 平成25年度版 民間航空機関連データ集, 日本航空機開発協会, 2014
  • JAL JET STORY, イカロス出版, 2009, ISBN 978-4-86320-149-1

Papers, journal articles, etc.

  • 粂, 喜代治 (2007), "日本の空を賑わしたジェット旅客機(第10回)ヨーロッパの香りを乗せ、国内線に就航したA300", エアワールド, 31 (3): 27–31, ISSN 0288-5603
  • 佐藤, 潔 (2001), "ヨーロピアンワイドボディジェットA300&310 全764機の履歴", ヨーロピアン・ワイドボディ Airbus A300&A310, イカロスMOOK, vol. 旅客機型式シリーズ, 4, イカロス出版, pp. 126–141, ISBN 4-87149-340-7
  • 土井, 満 (1991), "エアバスA300-600R", 航空技術 (437), 日本航空技術協会: 3–12, ISSN 0023-284X
  • 徳光, 康 (2001), "日本エアシステムA300シリーズのあゆみ", ヨーロピアン・ワイドボディ Airbus A300&A310, イカロスMOOK, vol. 旅客機型式シリーズ, 4, イカロス出版, pp. 89–94, ISBN 4-87149-340-7
  • 浜田, 一穗 (2010a), "JET AIRLINER TECHNICAL ANALYSIS - AIRBUS A300", エアライン, 30 (3), イカロス出版: 92–97, ISSN 0285-3035
  • 浜田, 一穗 (2010b), "JET AIRLINER TECHNICAL ANALYSIS - AIRBUS A310/A300-600", エアライン, 30 (4), イカロス出版: 92–97, ISSN 0285-3035
  • 浜田, 一穗 (2013a), "JET AIRLINER TECHNICAL ANALYSIS - AIRBUS A330/A340 (PART1)", エアライン, 33 (9), イカロス出版: 92–97, ISSN 0285-3035
  • 浜田, 一穗 (2013b), "JET AIRLINER TECHNICAL ANALYSIS - AIRBUS A330/A340 (PART2)", エアライン, 33 (10), イカロス出版: 92–97, ISSN 0285-3035
  • 藤田, 勝啓 (2001a), "A300の構造とメカニズム", ヨーロピアン・ワイドボディ Airbus A300&A310, イカロスMOOK, vol. 旅客機型式シリーズ, 4, イカロス出版, pp. 43–50, ISBN 4-87149-340-7
  • 藤田, 勝啓 (2001b), "Airbus A300 & Airbus A310シリーズのすべて", ヨーロピアン・ワイドボディ Airbus A300&A310, イカロスMOOK, vol. 旅客機型式シリーズ, 4, イカロス出版, pp. 51–66, ISBN 4-87149-340-7
  • 帆足, 孝治 (2001), "ヨーロッパの威信をかけたエアバスA300 誕生秘話", ヨーロピアン・ワイドボディ Airbus A300&A310, イカロスMOOK, vol. 旅客機型式シリーズ, 4, イカロス出版, pp. 35–42, ISBN 4-87149-340-7
  • 松田, 均 (1981a), "エアバスA300の開発と各型解説", 月刊航空ジャーナル (107), 航空ジャーナル社: 52–62
  • 松田, 均 (1981b), "エアバスA300の構造とシステム", 月刊航空ジャーナル (107), 航空ジャーナル社: 101–111

Online resources

Note[edit]

  1. ^ 一次構造部材とは、飛行荷重・地上荷重・与圧加重の伝達を主要に受持つ構造部材であり[89]、主翼の桁間構造の部材などが相当し[90]、構造材の中でも最も安全上の信頼性が要求される[91]。一方、二次構造部材は、主たる荷重を伝達しない部材[92]で、空力機能を発揮し、風圧などの局部荷重を1次構造部分に伝える主翼の前縁および後縁などが相当する[90]。
  2. ^ 点検などのために、開閉や取り外しが可能な外装部。
  3. ^ Cite error: The named reference span was invoked but never defined (see the help page).

Category:Airbus A300 Category:Airbus aircraft Category:1980s international airliners Category:Twinjets Category:Low-wing aircraft Category:Aircraft first flown in 1983

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