Airbus A300

In 1966, Hawker Siddeley, Nord Aviation, and Breguet Aviation proposed the 260-seat wide-body HBN 100 with a similar configuration

During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]^: 49[4][5]^: 2–13

European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]^: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]^: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]^: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]^: 34

Technical director Roger Béteille (from behind) discussing with general manager Henri Ziegler beside the CF6 turbofan, which powered the A300 first flight

Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]^: 38

An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]^: 2–16[10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]

On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]^: 38[11]^: 43[12]^: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]^: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]

The 5.64 m (222 in) diameter circular fuselage section for 8-abreast seating and 2 LD3 containers below

In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]^: 2–14[8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]^: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]^: 34[15]

Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]^: 45[15][16]^: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]^: 2–13[15][16]^: 17–18

On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]^: 38–39[15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]^: 2–13[9]^: 34[16]^: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]^: 39[15]

An A300 in vintage Airbus livery, it was rolled out on 28 September 1972

On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]^: 39[10][16]^: 21

In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]^: 50[6]^: 39[10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]^: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]^: 53[5]^: 2–14[6]^: 39

The 28 October 1972 maiden flight

Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]^: 53[10]

In September 1969, construction of the first prototype A300 began.[16]^: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]^: 39[9]^: 34[11]^: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]^: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]^: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]

On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]^: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]^: 40[8][9]^: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]

The two A300B1 prototypes were 51 m (167 ft) long

The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]^: 21[38]^: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]^: 39 The second prototype was leased to Trans European Airways in 1974.[38]^: 54

Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[39]^: 10[40][38]^: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[38]^: 27, 53[39]^: 10

For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[41]^: 52, 53[42] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[38]^: 40[39]^: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[38]^: 41[39]^: 12

The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[38]^{: 99, 112}[39]^: 14

The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[43][41]^: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[41]^: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[38]^: 32, 54[39]^: 16

The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[39]^: 19[41]^: 69 The variant was certified on 26 April 1979.[39]^: 19

With small wingtip fences, the A300-600 entered service in June 1984 with Saudi Arabian Airlines

The A300-600 shared the EFIS two-crew cockpit with the A310 (pictured above)

The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[41]^: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4056 or PW4058 engines being introduced in 1986.[41]^: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[44] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[39]^: 42[38]^: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 has a similar cockpit to the A310, using digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600.

• A300-600: (Official designation: A300B4-600) The baseline model of the −600 series.
• A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985.
• A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600.
• A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002.
• A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the -600R. Two were delivered in 1999.
• A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.

The longer-range Airbus A310, 7 m (23 ft) shorter, was introduced by Swissair in April 1983

Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.

Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m² (2,360 sq ft) wing, down from 260 m² (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.

In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767-200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanker/transport.

The Airbus Beluga is based on the A300 with an oversized cargo hold on top

Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.

ICAO code: A3ST

Data through end of December 2007.[1]

American Airlines Flight 587 vertical stabilizer

Nose and forward section of UPS 1354 which crashed in August 2013

• 21 September 1987: EgyptAir Airbus A300B4-203 touched down 700 m (2,300 ft) past the runway threshold. The right main gear hit runway lights and the aircraft collided with an antenna and fences. No passengers were on board the plane, but 5 crew members were killed.[47]
• 28 September 1992: PIA Flight 268, an A300B4 crashed on approach near Kathmandu, Nepal. All 12 crew and 155 passengers perished.[48]
• 26 April 1994: China Airlines Flight 140 (Taiwan) crashed at the end of runway at Nagoya, Japan, killing all 15 crew and 249 of 256 passengers on board.
• 26 September 1997: Garuda Indonesia Flight 152 was on approach to Polonia International Airport in Medan. The plane later crashed into a ravine in Buah Nabar due to ATC error and apparent haze that covers the country which limits the visibility. All 234 passengers and crew aboard perished in Indonesia's deadliest crash.
• 16 February 1998: China Airlines Flight 676 (Taiwan) crashed into residential area close to CKS international airport near Taipei, Taiwan. All 196 people on board were killed, including Taiwan's central bank president. Seven people on the ground were also killed.
• 12 November 2001: American Airlines Flight 587 crashed into Belle Harbor—a neighborhood in Queens, New York, United States—shortly after takeoff from John F. Kennedy International Airport. The vertical stabilizer ripped off the aircraft after the rudder was mishandled during wake turbulence. All 260 people on board were killed, along with 5 people on the ground. It is the second-deadliest incident involving an A300 to date and the second-deadliest aircraft incident on United States soil.
• 14 April 2010: AeroUnion Flight 302, an A300B4-203F, crashed on a road 2 km (1.2 mi) short of the runway while attempting to land at Monterrey airport in Mexico. Seven people (five crew members and two on the ground) were killed.[49]
• 14 August 2013: UPS Flight 1354, an Airbus A300F4-622R, crashed outside the perimeter fence on approach to Birmingham–Shuttlesworth International Airport in Birmingham, Alabama, United States. Both crew members died.[50]

• 18 December 1983: Malaysian Airline System Flight 684, an Airbus A300B4 leased from Scandinavian Airlines System (SAS), registration OY-KAA, crashed short of the runway at Kuala Lumpur in bad weather while attempting to land on a flight from Singapore. All 247 persons aboard escaped unharmed but the aircraft was destroyed in the resulting fire.[51]
• 24 April 1993: an Air Inter Airbus A300B2-1C was written off after colliding with a light pole while being pushed back at Montpellier.[52]
• In November 1993, an Indian Airlines A300 plane crash landed near Hyderabad airport. There were no deaths but the aircraft was written off.[53]
• 10 August 1994 – Korean Air Flight 2033 (Airbus A300) from Seoul to Jeju, the flight approached faster than usual to avoid potential windshear. Fifty feet above the runway the co-pilot, who was not flying the aircraft, decided that there was insufficient runway left to land and tried to perform a go-around against the captain's wishes.[18] The aircraft touched down 1,773 meters beyond the runway threshold. The aircraft could not be stopped on the remaining 1,227 meters of runway and overran at a speed of 104 knots. After striking the airport wall and a guard post at 30 knots, the aircraft burst into flames and was incinerated. The cabin crew was credited with safely evacuating all passengers although only half of the aircraft's emergency exits were usable}
• 1 March 2004, Pakistan International Airlines Flight 2002 burst 2 tyres whilst taking off from King Abdulaziz International Airport. Fragments of the tyre were ingested by the engines, this caused the engines to catch fire and an aborted takeoff was performed. Due to the fire substantial damage to the engine and the left wing caused the aircraft to be written off. All 261 passengers and 12 crew survived.[54]
• 16 November 2012: an Air Contractors Airbus A300B4-203(F) EI-EAC, operating flight QY6321 on behalf of EAT Leipzig from Leipzig (Germany) to Bratislava (Slovakia), suffered a nose wheel collapse during roll out after landing at Bratislava's M. R. Štefánik Airport. All three crew members survived unharmed, the aircraft was written off. As of December 2017, the aircraft still was parked at a remote area of the airport between runways 13 and 22.[55]
• 12 October 2015: An Airbus A300B4-200F Freighter operated by Egyptian Tristar cargo carrier crashed in Mogadishu, Somalia. All the passengers and crew members survived the crash.[56]

1 October 2016: An Airbus A300-B4 registration PR-STN on a cargo flight between São Paulo-Guarulhos and Recife suffered a runway excursion after landing and the aft gear collapsed upon touchdown, in which the aircraft is still abandoned at airport

• 27 June 1976: Air France Flight 139, originating in Tel Aviv, Israel and carrying 248 passengers and a crew of 12 took off from Athens, Greece, headed for Paris, France. The flight was hijacked by terrorists, and was eventually flown to Entebbe Airport in Uganda. At the airport, Israeli commandos rescued 102 of the 106 hostages.
• 26 October 1986: Thai Airways Flight 620, an Airbus A300B4-601, originating in Bangkok suffered an explosion mid-flight. The aircraft descended rapidly and was able to land safely at Osaka. The aircraft was later repaired and there were no fatalities. The cause was a hand grenade brought onto the plane by a Japanese gangster of the Yamaguchi-gumi. 62 of the 247 people on board were injured.[57][58][59][60][61][62]
• 3 July 1988: Iran Air Flight 655 was shot down by USS Vincennes in the Persian Gulf after being mistaken for an attacking Iranian F-14 Tomcat, killing all 290 passengers and crew.[63]
• 15 February 1991: two Kuwait Airways A300C4-620s and two Boeing 767s that had been seized during Iraq's occupation of Kuwait were destroyed in coalition bombing of Mosul Airport.[64]
• 24 December 1994: Air France Flight 8969 was hijacked at Houari Boumedienne Airport in Algiers, by four terrorists who belonged to the Armed Islamic Group. The terrorists apparently intended to crash the plane over the Eiffel Tower on Boxing Day. After a failed attempt to leave Marseille following a confrontational firefight between the terrorists and the GIGN French Special Forces, the result was the death of all four terrorists. (Snipers on the terminal front's roof shot dead two of the terrorists. The other two terrorists died as a result of gunshots in the cabin after approximately 20 minutes.) Three hostages including a Vietnamese diplomat were executed in Algiers, 229 hostages survived, many of them wounded by shrapnel. The almost 15-year-old aircraft was written off.
• 24 December 1999: Indian Airlines Flight IC 814 from Kathmandu, Nepal, to New Delhi was hijacked. After refueling and offloading a few passengers, the flight was diverted to Kandahar, Afghanistan. A Nepalese man was murdered while the plane was in flight.[65]
• 22 November 2003: European Air Transport OO-DLL, operating on behalf of DHL Aviation, was hit by an SA-14 'Gremlin' missile after takeoff from Baghdad International Airport. The aeroplane lost hydraulic pressure and thus the controls. After extending the landing gear to create more drag, the crew piloted the plane using differences in engine thrust and landed the plane with minimal further damage. The plane was repaired and offered for sale, but in April 2011 it still remained parked at Baghdad Intl.[66]
• 25 August 2011: an A300B4-620 5A-IAY of Afriqiyah Airways and A300B4-622 5A-DLZ of Libyan Arab Airlines were both destroyed in fighting between pro- and anti-Gadaffi forces at Tripoli International Airport.[67][68]