Great airplane. I was privileged to have worked the very first Airbus airplane to operate in the United States, Eastern Airlines. Most of Eastern’s A300s were of the A300-B4-203 variety, but Eastern also operated the shorter-range shuttle configuration -B2 model for a few years.
It's a shame the Reagan admin banned the A300 from DCA even though it was perfectly capable of doing so safely. Eastern badly wanted to offer a higher density LGA-DCA shuttle and DCA to Florida with the Airbus. The A300 had class leading short field capability for its size and pax/cargo capability. I flew on a Carnival A300 in the 90s once, probably an ex COA/EAL B4. Most of my A300 flights were on the AAL A306's to the Caribbean. My only trips on the 310 were with Air Jamaica in the mid-late 90s when they got brand new A310s from Delta when they inherited Pan Am's and the remaining yet to be delivered ships. 2 of the most comfortable and spacious airplanes I've ever flown on. I miss the big widebodies very much.
@@ELcinegatto87I’m guessing you flew those A310’s out of BWI (just based on your knowledge of DCA.) I remember Air Jamaica flying them into BWI at that time depending on the season. 👍
I flew on a Thai International A300-600 back in 2003, from Kunming to Bangkok, had a stopover at Chiangmai. They were replacing the A300s with A330s back then.
The A300-600 freighters flying today are actually part of A310 family rather than the classic A300B2s and B4s that Iberia, Eastern, Alitalia and others flew which Airbus stopped making in 1984. It's a bit of a "gotcha" misnomer that tends to confuse people implying a 1970s A300 is flying. Sort of like equating the DC-9-30 and MD-87. Very different beasts despite similar size and appearance at first glance. MD consequently renamed the DC-9-80 to the MD-80 for this reason. Like MD, the history of the early Airbus' is very confusing to those not familiar with the lineage. Airbus' naming conventions were a mess back then. UPS and Fedex received the very last A306Fs off the assembly line in 2006-2007 when Airbus officially ended production of the "A300", specifically the A300-600/A310 program. The shortened/long range capable A310 was initially coined the A300B10 before Airbus decided to rename it prior to launch in 1982 due to many new changes such as a new wing, tail, systems and an EFIS 2 crew cockpit from the onset. The 767-200 launched the same year as the A310 and were arch rivals and very comparable. Although the Airbus never had the FE station fiasco the 767 had back then. Ironically the A300-600 too was originally certified as a "B4-600" even though it shared little to nothing with the original "B4" which is why Airbus also renamed it. The last new pax A300 was a -600R built for JAS in 2002 now flying for DHL EAT. In all, a 34 year run production model run from 1973 to 2007 for the umbrella of models. The A300 classic from 1973-1984, the A310 from 1982-1998, and the A300-600/F from 1983-2007. After the A310 launched in '82, Airbus launched the A306 in '83 which received the same 2-crew EFIS cockpit (Collins, Thales and Sperry avionics), tail section and systems from the A310 but with its own new wing as well and a fuselage slightly longer than the A300B4 classic. The A300B10 which became the A310 and later A306 introduced 2-crew glass CRT EFIS, automatic fuel CG balancing, ECAM, ETOPS (along side the 757/767 family), wingtip fence vortex dissipaters and most importantly the Airbus concept of fleet/type rating commonality. They also have computer flight envelope protections for secondary flight controls and alpha floor stall protections which later evolved into the full FBW control/protections used in the A320 (1988) and all Airbus' since. The so called "modern" 767PF of equal vintage or the new build 763F freighters never got partial envelope protections which is odd since Boeing put them in the KC-46 which is just a fancy 767-200. Fedex, DHL and UPS love that they can use the A300-600F out of smaller/municipal airports with very short runways with massive cargo which the 767-300F cannot do. The high lift wing on the A310/A306 is very adaptable allowing for a slat only T/O config as shown in the video for enhanced climb rate off longer runways, at high/hot fields or in a high flap T/O config for short fields like John Wayne. This was a requirement when the original A300B was devised it had to have short field capability for airports like LGA in NYC. They are highly versatile workhorses.
Thank you very much for this detailed and very interesting information!🙂👍 - Allthough I would nevertheless call them A 300 as they´re indeed called - the B 737 MAX 8 differs in fact much from a B 737-100 and is nevertheless still a B 737.
Down here in Louisville, I believe the 2022 Thunder over Louisville airshow or 2023, there was a UPS A300 (N163UP) doing a low flyby over the bridge. Beautiful sight to see considering how old these planes are getting.
Unfortunately, air Hongkong had retired 75% of its A306 fleet in favour of P2F A333s. Only 3 remains (by the time I'm writing this), and they are B-LDB, B-LDG and B-LDH. Even then it's not going to last very long as they are planning to fully retire the fleet in the upcomings.
@@barnalisarkar3248 Ok so the reason is because the A340 has 4 engines and it was released in 1993, when 4 engine planes were already losing popularity to 2 engine planes like the 777 or even the A330 There, you like it?
@@EuropeanRailfanAlt this makes sence since its much more conviniant to convert a twin engine jetliner to fraighter compair to quatjet of almost similar capacity. Note eventhough 747 is also a quat jet still it has the highest cargo capacity for comercial cargo (Non milatery or special cargo like An225 or Baluga XL)
@@barnalisarkar3248 747 was made with them all being converted to freighters in mind, because when released it was anticipated it be obsolete as a passenger plane within 10/15 years because of supersonic jets (didn't happen).
If you live or work near Hollywood/Burbank airport in Southern California you can see A300s taking off daily. Both FedEx and UPS fly the A300 out of Burbank.
I wish FedEx would also do that cockpit retrofit. Without any plans to retire them (especially having the last one), I think it would be a good investment to help extend their lifespan.
I flew 3 times on A300s all in 1996, once was a Nice to Paris flight on an A300B with Air Inter on March 1st, and later on June 15th and 28th on Air Liberté's A300-600R round trip from Paris Orly to Mirabel (Montréal). I don't remember much of the experiences. I just noted that I would never want to fly on Air Liberté ever, more related to the airline than the plane itself.
Very probably, because a package freighter is usually doing a flight from A to B in the late evening and then the return flight from B to A in the early morning and is sitting then for the rest of the day at the airport.
Continental had quite a few A300s; I enjoyed flying the. Back and forth to Florida from EWR. It was easy to get an upgrade and the flight seemed to take longer than other equipment.
A300B4s. I remember them too. The fastest I remember to Florida was an AA 727 from EWR to MIA and we landed in about 2 hours flat. They must've been riding the mach limit needle the whole way down. The nicest I flew on was an Air Jamaica A310 from EWR to MBJ in the 90s. Still had a new plane smell. Good memories.
Last time I flew on one of those was from the Caribbean to London Gatwick about 25 years ago.. The flight from Barbados had to refuel in Gander in a foot of snow. Captain kept the engines running .
The factory CRT EFIS displays in the A310 and A306 are already RNAV, WXR/EGPWS Terrain abled so I doubt DHL/Fedex are in a rush to put the UPS "upgrade" in them to fix something that's not broken yet. Much like how many B757/767SFs (the fmr, pax ones with the Aviation Partners winglets) or the old pax 763s flying today still use their original CRTs without issue and have adequate spares. The Pegasus and Smiths CRT FMS' on the B757/B767 are of the same vintage and capability (80s/90s) as the Sperry FMS' used in the A310/A306, MD-11, 717 and Fokker 70/100 fleets. Fedex and DHL have no issues flying RNAV procedures with them, neither did UPS or anybody else until their accident which was really a human factors one, not an airplane problem. I suspect that was the real motivating factor in them doing that or union reasons as they themselves admit their A300's have a lot of airframe life left and are well looked after. The flight ops/training dept at Fedex and DHL (incl. affiliates) probably aren't terribly impressed with UPS upgrade as its been crickets from them regarding that since UPS announced a few years ago. The fact that it doesn't have a factory appearance at all -- lacking basic display symbology convention conformity in a larger updated LCD form which should be a pre-requisite from a training/refamiliarization standpoint is really surprising. Unlike how the aftermarket B757/B767 LCD retrofits IS&S did in the mid-late 2000s for ABX's 767-200BDSF fleet which Collins basically copied and made even bigger for their new LDS retrofit. Both look factory. The UPS design looks like an afterthought 3rd party retrofit with GA-esque Honeywell avionics which is remarkable given Airbus' involvement. Not to mention keeping the ECAM and System CRTs untouched with much brighter adjacent LCDs is ergonomically terrible, a real odd choice if doing an upgrade today. There are also solid-state hard disk upgrades for some of these FMS' to have a larger storage capacity or using an aftermarket FMS like Universal with integration drawbacks so most leave the Sperry. The 40 min downtime to upgrade the box once a month doesn't cause an issue when you have a jet down for a couple hours of routine line maintenance, nor does the freighter have true intercontinental range for the capacity to be a problem and they're all based in SDF. I bet Fedex or DHL designs a far better upgrade path for their A300-600 fleet if they ever choose to do so.
I don't know if it was one, but I think it was an Airbus A300 with the DHL livery taking off from my country's main airport that got me into my Avgeek persona.
Thank you very much for this very interesting and informative overview!🙂👍 - It´s indeed an amazing aircraft, allthough today most of the remaining ones are used as Cargo Aircrafts. They can be seen regularly at Leipzig Airport in Germany, where European Air Transport has its base, which operates indeed 26 of them, aged between 18 (!) and 32 years. They will still fly for a lot of years to come. - The same will be with the A 300 of FedEx and obviously UPS and also for political reasons with the A 300 from the Iranian Airlines, so most of the active A 300 will probably stay active for years to come.
at ups they're going to be flying until about 2035ish we updated the avionics with honeywell's "epic mod" before the retrofit there was not enough navigation data to fly across the USA, they're very young frames only flying 1-2 cycles 2-4 hours a day
All of theirs are 2000-2006 builds. Younger ships for sure. It must be something about UPS' operational requirements. AAL didn't have that issue in the late 90s and early 00s when they flew them across the pond for a few years until they had enough 777s. Granted there's far more pure GPS RNAV wpts today than 20 years ago when most of the fixes where PBD from a ground station. Ergonomically I'm surprised UPS kept the middle CRTs with the new bright LCDs next to them. I'm sure Airbus could've provided a drop-in LCD DU. Perhaps they'll do it later on. ABX did the same thing when they did the IS&S upgrade on their 762BDSFs 20 years ago, they left the original CRTs in the middle. You an A&P at UPS?
I flew JFK-SDQ aboard an old American A300 in 2008. I remember it felt a little loose and rickety, though powerful. Definitely showed its age and use. I hope it was retired soon after. I couldn't help but remember AA Flight 587, 7 years earlier, that had crashed flying the same route. 😢
@thetruthbehindplanes AA beat up on them badly you were hearing loose cabin fittings and panels from neglecting heavier checks, despite the youngest ships being less than 15 years old when retired. They were flying them 4-5x a day on 2-5 hour segments into humid/hot climates and cheap fares with lots of cargo. I flew on them as a pax 100's of times in the 90s and 00s and later went to A&P school. Infact I flew AA 587 in August 2001. The airplane is built like a tank and the A310 and A300-600 were actually overpowered, not underpowered. They are the only class of widebody jets that can get in and out of a number of short fields with immense cargo carrying capacity. Whoever told you they were unpowered doesn't know what they are talking about. AA 587 was a human factors crash as nothing happened involving structures before or after with this type. AA's training department emphasized recovery from absurdly exaggerated wake turbulence effects with insane rudder usage that no manufacturer before or since ever advocated for. Airbus' fault was not policing that training which was an oversight but not the root cause. Infact in NTSB/Airbus testing, the A300-600's tail of which the A310 AND A330 and A340 share, was tested to actually exceed by an order of magnitude its design strength criteria which means forces were exerted on the VStab well beyond the structural limitation of any large transport category airplane. Even Boeing put out urgent memo's and AD's to operators to not use the rudder that way after facts came out. It was an AA problem. You can only idiot proof something so much. Even Airbus thought it did so with the A320 and related models and was proved otherwise. The 737 on the other hand had a real design flaw with the rudder with repeated crashes, not the Airbus.
Just check it out on TH-cam, there’s loads of vlogs of travellers there. But I probably wouldn’t take a huge camera with a lens, in case they think you’re spy lol. Connect with some local avgeeks beforehand, you won’t be the first avgeek tourist, loads of people go there to fly old birds
The A300 pull up alarm sounds like 'blow up blow up!' But to be fair, so do the 707, 727, 737, 747, 757 and 767 alarms. Anyways, the A300 used that alarm a lot...
I work as a ramp agent at my local airport, and a FedEx A300 lands every morning. It leaves basically empty, and is almost vertical on takeoff!
woah. isnt that putting it at risk of stalling
Well done UPS for going the extra mile to keep the A300 flying.
It's cool to see the mangy older birds still flying. Some of them seem to have finally gotten a fresh coat of paint when they updated the avionics.
FedEx Aswell, I seen a few of theirs btw and I'll see one of them today. N691FE
Great airplane. I was privileged to have worked the very first Airbus airplane to operate in the United States, Eastern Airlines. Most of Eastern’s A300s were of the A300-B4-203 variety, but Eastern also operated the shorter-range shuttle configuration -B2 model for a few years.
It's a shame the Reagan admin banned the A300 from DCA even though it was perfectly capable of doing so safely. Eastern badly wanted to offer a higher density LGA-DCA shuttle and DCA to Florida with the Airbus. The A300 had class leading short field capability for its size and pax/cargo capability. I flew on a Carnival A300 in the 90s once, probably an ex COA/EAL B4. Most of my A300 flights were on the AAL A306's to the Caribbean. My only trips on the 310 were with Air Jamaica in the mid-late 90s when they got brand new A310s from Delta when they inherited Pan Am's and the remaining yet to be delivered ships. 2 of the most comfortable and spacious airplanes I've ever flown on. I miss the big widebodies very much.
@@ELcinegatto87I’m guessing you flew those A310’s out of BWI (just based on your knowledge of DCA.) I remember Air Jamaica flying them into BWI at that time depending on the season. 👍
I flew on a Thai International A300-600 back in 2003, from Kunming to Bangkok, had a stopover at Chiangmai. They were replacing the A300s with A330s back then.
2007 AA From SJU to FLL, and I flew many times throughout the 80s and 90s from SJU to JFK on AA . I truly miss their conford.
That cockpit upgrade is genius, they need that for A220 so pilots can switch between all A320, 330 and 350.
I live near TYS and am lucky enough to get near daily UPS and FedEx A306 flights!
Just yesterday! I'm based at LEJ so the A300 are a daily catch for me, easy!
The A300-600 freighters flying today are actually part of A310 family rather than the classic A300B2s and B4s that Iberia, Eastern, Alitalia and others flew which Airbus stopped making in 1984. It's a bit of a "gotcha" misnomer that tends to confuse people implying a 1970s A300 is flying. Sort of like equating the DC-9-30 and MD-87. Very different beasts despite similar size and appearance at first glance. MD consequently renamed the DC-9-80 to the MD-80 for this reason. Like MD, the history of the early Airbus' is very confusing to those not familiar with the lineage. Airbus' naming conventions were a mess back then. UPS and Fedex received the very last A306Fs off the assembly line in 2006-2007 when Airbus officially ended production of the "A300", specifically the A300-600/A310 program. The shortened/long range capable A310 was initially coined the A300B10 before Airbus decided to rename it prior to launch in 1982 due to many new changes such as a new wing, tail, systems and an EFIS 2 crew cockpit from the onset. The 767-200 launched the same year as the A310 and were arch rivals and very comparable. Although the Airbus never had the FE station fiasco the 767 had back then. Ironically the A300-600 too was originally certified as a "B4-600" even though it shared little to nothing with the original "B4" which is why Airbus also renamed it. The last new pax A300 was a -600R built for JAS in 2002 now flying for DHL EAT. In all, a 34 year run production model run from 1973 to 2007 for the umbrella of models. The A300 classic from 1973-1984, the A310 from 1982-1998, and the A300-600/F from 1983-2007.
After the A310 launched in '82, Airbus launched the A306 in '83 which received the same 2-crew EFIS cockpit (Collins, Thales and Sperry avionics), tail section and systems from the A310 but with its own new wing as well and a fuselage slightly longer than the A300B4 classic. The A300B10 which became the A310 and later A306 introduced 2-crew glass CRT EFIS, automatic fuel CG balancing, ECAM, ETOPS (along side the 757/767 family), wingtip fence vortex dissipaters and most importantly the Airbus concept of fleet/type rating commonality. They also have computer flight envelope protections for secondary flight controls and alpha floor stall protections which later evolved into the full FBW control/protections used in the A320 (1988) and all Airbus' since. The so called "modern" 767PF of equal vintage or the new build 763F freighters never got partial envelope protections which is odd since Boeing put them in the KC-46 which is just a fancy 767-200.
Fedex, DHL and UPS love that they can use the A300-600F out of smaller/municipal airports with very short runways with massive cargo which the 767-300F cannot do. The high lift wing on the A310/A306 is very adaptable allowing for a slat only T/O config as shown in the video for enhanced climb rate off longer runways, at high/hot fields or in a high flap T/O config for short fields like John Wayne. This was a requirement when the original A300B was devised it had to have short field capability for airports like LGA in NYC. They are highly versatile workhorses.
Thank you very much for this detailed and very interesting information!🙂👍 - Allthough I would nevertheless call them A 300 as they´re indeed called - the B 737 MAX 8 differs in fact much from a B 737-100 and is nevertheless still a B 737.
Down here in Louisville, I believe the 2022 Thunder over Louisville airshow or 2023, there was a UPS A300 (N163UP) doing a low flyby over the bridge. Beautiful sight to see considering how old these planes are getting.
IIRC, this is one of very few Airbus that have yoke as the main controller.
same. i dont recall any other airbus jets having the yoke besides the A300s
@@United_Continental_767a310
@@United_Continental_767 The A 300 and A 310 have yokes, the sidesticks were introduced with the A 320-program in 1987.
@@NicolaW72 cool! thanks for your expert knowledge !
I flew Gatwick to Corfu with Monarch in about 2010 I think. Was very surprised to be getting an old widebody on a little trip across the Mediterranean
Got to sit in an A300 cockpit at an event at IAD. It was awesome.
does it resemble a boeing cockpit ?
Yesterday was the Last time I saw A300 DHL. It flies daily to CPH.
Commercially flew a A310 as recent as 2016, so not surprising A300s are still flying around
Unfortunately, air Hongkong had retired 75% of its A306 fleet in favour of P2F A333s. Only 3 remains (by the time I'm writing this), and they are B-LDB, B-LDG and B-LDH. Even then it's not going to last very long as they are planning to fully retire the fleet in the upcomings.
50 years of A300 in 2022.
I last saw an A300 at Manchester Airport in 2011 when it was operated by Monarch
The A300 is still used more than the A340 despite being older 💀 (and I know why, don't raid me in the replies)
That's crazy
Either tell us the reason or it proves you did it for likes and attention
@@barnalisarkar3248 Ok so the reason is because the A340 has 4 engines and it was released in 1993, when 4 engine planes were already losing popularity to 2 engine planes like the 777 or even the A330
There, you like it?
@@EuropeanRailfanAlt this makes sence since its much more conviniant to convert a twin engine jetliner to fraighter compair to quatjet of almost similar capacity.
Note eventhough 747 is also a quat jet still it has the highest cargo capacity for comercial cargo (Non milatery or special cargo like An225 or Baluga XL)
@@barnalisarkar3248 747 was made with them all being converted to freighters in mind, because when released it was anticipated it be obsolete as a passenger plane within 10/15 years because of supersonic jets (didn't happen).
DFW sees several UPS A300s daily. Great place to see the MD-11 aswell
Few planes have lived as long as the A300. It’s like the B-52 of passenger jets.
Indeed.
Fascinating! I have a bit of interest in planes but first time I see a video with attention to the a300!
I see A300s regularly at PHX.
Interesting video.
In 2002 I flew on AA from SJU to SDQ and I loved it
If you live or work near Hollywood/Burbank airport in Southern California you can see A300s taking off daily. Both FedEx and UPS fly the A300 out of Burbank.
Flew on Continental A300s in 1992 between Denver and Seattle.
I wish FedEx would also do that cockpit retrofit. Without any plans to retire them (especially having the last one), I think it would be a good investment to help extend their lifespan.
I like only when you say : "for todayyyyys video" 😉
I agree
I flew 3 times on A300s all in 1996, once was a Nice to Paris flight on an A300B with Air Inter on March 1st, and later on June 15th and 28th on Air Liberté's A300-600R round trip from Paris Orly to Mirabel (Montréal). I don't remember much of the experiences. I just noted that I would never want to fly on Air Liberté ever, more related to the airline than the plane itself.
UPS said while they’re an older plane they’re still young when you compare hours and cycles
Very probably, because a package freighter is usually doing a flight from A to B in the late evening and then the return flight from B to A in the early morning and is sitting then for the rest of the day at the airport.
I work at FedEx at LBB I see them everyday and work loading them
Right at the start of the video, an image of Franz Josef Strauß, he did a lot of good for Europe by promoting Airbus
He was the first Chairman of the Supervisory Board of Airbus.
Continental had quite a few A300s; I enjoyed flying the. Back and forth to Florida from EWR. It was easy to get an upgrade and the flight seemed to take longer than other equipment.
A300B4s. I remember them too. The fastest I remember to Florida was an AA 727 from EWR to MIA and we landed in about 2 hours flat. They must've been riding the mach limit needle the whole way down. The nicest I flew on was an Air Jamaica A310 from EWR to MBJ in the 90s. Still had a new plane smell. Good memories.
Last time I flew on one of those was from the Caribbean to London Gatwick about 25 years ago.. The flight from Barbados had to refuel in Gander in a foot of snow. Captain kept the engines running .
The factory CRT EFIS displays in the A310 and A306 are already RNAV, WXR/EGPWS Terrain abled so I doubt DHL/Fedex are in a rush to put the UPS "upgrade" in them to fix something that's not broken yet. Much like how many B757/767SFs (the fmr, pax ones with the Aviation Partners winglets) or the old pax 763s flying today still use their original CRTs without issue and have adequate spares. The Pegasus and Smiths CRT FMS' on the B757/B767 are of the same vintage and capability (80s/90s) as the Sperry FMS' used in the A310/A306, MD-11, 717 and Fokker 70/100 fleets. Fedex and DHL have no issues flying RNAV procedures with them, neither did UPS or anybody else until their accident which was really a human factors one, not an airplane problem. I suspect that was the real motivating factor in them doing that or union reasons as they themselves admit their A300's have a lot of airframe life left and are well looked after.
The flight ops/training dept at Fedex and DHL (incl. affiliates) probably aren't terribly impressed with UPS upgrade as its been crickets from them regarding that since UPS announced a few years ago. The fact that it doesn't have a factory appearance at all -- lacking basic display symbology convention conformity in a larger updated LCD form which should be a pre-requisite from a training/refamiliarization standpoint is really surprising. Unlike how the aftermarket B757/B767 LCD retrofits IS&S did in the mid-late 2000s for ABX's 767-200BDSF fleet which Collins basically copied and made even bigger for their new LDS retrofit. Both look factory. The UPS design looks like an afterthought 3rd party retrofit with GA-esque Honeywell avionics which is remarkable given Airbus' involvement. Not to mention keeping the ECAM and System CRTs untouched with much brighter adjacent LCDs is ergonomically terrible, a real odd choice if doing an upgrade today. There are also solid-state hard disk upgrades for some of these FMS' to have a larger storage capacity or using an aftermarket FMS like Universal with integration drawbacks so most leave the Sperry. The 40 min downtime to upgrade the box once a month doesn't cause an issue when you have a jet down for a couple hours of routine line maintenance, nor does the freighter have true intercontinental range for the capacity to be a problem and they're all based in SDF. I bet Fedex or DHL designs a far better upgrade path for their A300-600 fleet if they ever choose to do so.
Every once in a while I see one fly into either PDX or YVR. Those A300s fly for UPS or FedEx.
See a few in Tehran when I pass through. Occasionally in Dubai as well.
A DHL A300 flies in and out of Accra, Ghana from time to time.
That's awesome. A long way from Leipzig but but definitely doable for the A306F non-stop.
I respect the bird begrudgingly for getting Airbus on the map, but MY GOD, this aircraft is a nightmare to fuel and deice
why???
Ironically, the A300 epic cockpit makes it much more advanced than its more modern counterparts like A320neo and A330neo.
Still hauling the mail....
Great old bird .
I don't know if it was one, but I think it was an Airbus A300 with the DHL livery taking off from my country's main airport that got me into my Avgeek persona.
Thank you very much for this very interesting and informative overview!🙂👍 - It´s indeed an amazing aircraft, allthough today most of the remaining ones are used as Cargo Aircrafts. They can be seen regularly at Leipzig Airport in Germany, where European Air Transport has its base, which operates indeed 26 of them, aged between 18 (!) and 32 years. They will still fly for a lot of years to come. - The same will be with the A 300 of FedEx and obviously UPS and also for political reasons with the A 300 from the Iranian Airlines, so most of the active A 300 will probably stay active for years to come.
You should probably do a video on how many DC-3’s are still flying. Because I last heard there was 140 or so
A300 🐐
at ups they're going to be flying until about 2035ish we updated the avionics with honeywell's "epic mod" before the retrofit there was not enough navigation data to fly across the USA, they're very young frames only flying 1-2 cycles 2-4 hours a day
All of theirs are 2000-2006 builds. Younger ships for sure. It must be something about UPS' operational requirements. AAL didn't have that issue in the late 90s and early 00s when they flew them across the pond for a few years until they had enough 777s. Granted there's far more pure GPS RNAV wpts today than 20 years ago when most of the fixes where PBD from a ground station. Ergonomically I'm surprised UPS kept the middle CRTs with the new bright LCDs next to them. I'm sure Airbus could've provided a drop-in LCD DU. Perhaps they'll do it later on. ABX did the same thing when they did the IS&S upgrade on their 762BDSFs 20 years ago, they left the original CRTs in the middle. You an A&P at UPS?
Ward Air had a couple of them years ago from South African till they got there 310. S
Fewer than 200...
was not a qatar airways a300 caught on fire in abu dhabi ?
it wasn’t the plane it was the hangar that burnt down
@@AeroMan56 i think it was A7ABV, says written off on planespotters. but yeah it was destroyed
@PrivateFantaFlightTrips ok
I flew JFK-SDQ aboard an old American A300 in 2008. I remember it felt a little loose and rickety, though powerful. Definitely showed its age and use. I hope it was retired soon after. I couldn't help but remember AA Flight 587, 7 years earlier, that had crashed flying the same route. 😢
587 was actually a split fault
50% AA training.
50% Airbus design flaw.
The A300 is underpowered, not powerful.
@thetruthbehindplanes AA beat up on them badly you were hearing loose cabin fittings and panels from neglecting heavier checks, despite the youngest ships being less than 15 years old when retired. They were flying them 4-5x a day on 2-5 hour segments into humid/hot climates and cheap fares with lots of cargo. I flew on them as a pax 100's of times in the 90s and 00s and later went to A&P school. Infact I flew AA 587 in August 2001. The airplane is built like a tank and the A310 and A300-600 were actually overpowered, not underpowered. They are the only class of widebody jets that can get in and out of a number of short fields with immense cargo carrying capacity. Whoever told you they were unpowered doesn't know what they are talking about.
AA 587 was a human factors crash as nothing happened involving structures before or after with this type. AA's training department emphasized recovery from absurdly exaggerated wake turbulence effects with insane rudder usage that no manufacturer before or since ever advocated for. Airbus' fault was not policing that training which was an oversight but not the root cause. Infact in NTSB/Airbus testing, the A300-600's tail of which the A310 AND A330 and A340 share, was tested to actually exceed by an order of magnitude its design strength criteria which means forces were exerted on the VStab well beyond the structural limitation of any large transport category airplane. Even Boeing put out urgent memo's and AD's to operators to not use the rudder that way after facts came out. It was an AA problem. You can only idiot proof something so much. Even Airbus thought it did so with the A320 and related models and was proved otherwise. The 737 on the other hand had a real design flaw with the rudder with repeated crashes, not the Airbus.
ups flys an a300 or a310 into kpdx daily
Defintely an A 300 because UPS operates no A 310.
Airbus is pride of europeans tribe 😊
Penang still can see this A300 DHL
I'm an Australian citizen and want to go to Iran to catch some rare birds. Any suggestions?
Have a good time and be careful
Taking pictures of Iranian planes.... they might consider this as espionage and you´ll be promoted to hostage status
Go to Istanbul - several of these Iranian aircraft fly the route Tehran to Istanbul
Just check it out on TH-cam, there’s loads of vlogs of travellers there. But I probably wouldn’t take a huge camera with a lens, in case they think you’re spy lol. Connect with some local avgeeks beforehand, you won’t be the first avgeek tourist, loads of people go there to fly old birds
The A300 pull up alarm sounds like 'blow up blow up!'
But to be fair, so do the 707, 727, 737, 747, 757 and 767 alarms.
Anyways, the A300 used that alarm a lot...
TheInventorOfTruthBeyondReason 😂
@@jantjarks7946 the descender of the deeps aka JabberJarks now at flight level -8000!
Aaeebzzzz
Curious if any of them crashed…
77 occurrences including 24 hull-loss accidents causing 1133 fatalities, and 36 criminal occurrences and hijackings causing 302 fatalities
@ Mostly not airbus fault.there were 5 or 6 that were
FIRST
(yes im annoying)
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