Type Total Seat Registration
Airbus A320 2 150 EP-MMK, EP-MML
Airbus A300 6 254 EP-MHA, EP-MHM, EP-MHP, EP-MHF, EP-MHG, EP-MHL
Airbus A300B4-600 16 256 EP-MMO, EP-MNG, EP-MNH, EP-MNI, EP-MNJ, EP-MNK, EP-MNL, EP-MNM, EP-MNN, EP-MNQ, EP-MNR, EP-MNS, EP-MNT, EP-MNU, EK-30018, EK-30064
Airbus A340-300 3 221 EP-MMA, EP-MMB, EP-MMC,EP-MMD
Airbus A340-600 3 221 EP-MME, EP-MMF, EP-MMG,EP-MMH, EP-MMI, EP-MMQ,EP-MMR
Boeing 747-300 2 442 EP-MND, EP-MNE
Boeing 747-400 3 438 EP-MNA, EP-MNB, EP-MNC

BAe 146-300

The BAe-146 family, which includes the Avro RJ and the cancelled RJX (both described separately), is likely to remain Britain’s most succesful jet transport program, with 395 built.
In August 1973 the then Hawker Siddeley Aviation announced it was designing a short range quiet airliner powered by four small turbofans with British government financial aid. Under the designation HS-146, large scale development lasted just a few months before a worsening economic recession made the risk of the project seem unjustifiable. Development then continued on a limited scale, but it was not until July 1978 that the project was officially relaunched, by which time Hawker Siddeley had been absorbed into the newly created British Aerospace.
The resulting BAe-146-100 made its first flight on September 3 1981. Certification was granted in early 1983 with first deliveries following shortly afterwards in May 1983. A VIP version was offered as the

Photo is taken by Mohammad Razzazan

“Statesman” which was ordered by the Royal Air Force as the BAe-146 CC2, the standard transport version being the BAe-146 C1. An air refuel receptacle equipped military version, the -100STA flew in prototype form only. The BAe-146-200 is a stretch of the 146-100, and is essentially similar to its smaller stablemate, but has a 2.39m (7ft 8in) longer fuselage, features 35% greater underfloor cargo volume, has slightly different performance figures and heavier weights. The stretch consists of five extra fuselage frame pitches. The first BAe-146-200 made the type’s maiden flight on August 1 1982, while the UK Civil Aviation Authority awarded the 146-200s type certificate on February 4 the following year.Versions of the 146-200 include the -200QT Quiet Trader freighter, which has been fairly succesful because of its low external noise footprint, and the -200QC (Quick Change) passenger or freight convertible.
The 146-300 is a further stretched derivative of the original short fuselage BAe-146-100, but unlike the midsize 200 series, was not developed until later in the 1980s. The first 146-300, an aerodynamic prototype based on the original prototype 146-100, flew for the first time on May 1 1987, with certification granted that September.
Like the 146-200, a freighter version of the 300 series is known as the 146-300QT Quiet Trader. The prototype -300 was converted to 146-301ARA configuration, an atmospheric research aircraft operated by the Facility for Airborne Atmospheric Measurements as a replacement for the previously operated Hercules W2.
The last of the original 146s were built in 1993, with the series succeeded by the Avro 146-RJ family, described separately.

Power Plants And Performance:
146-200/300 – Four 31.0kN (6970lb) ALF 502R-5 turbofans.
146-300 – Max operating speed Mach 0.73, cruising speed 790km/h (426kt), long range cruising speed 700km/h (377kt). Range with standard fuel 2817km (1520nm), range with max payload 1927km (1040nm).

146-300 – Operating empty 24,878kg (54,848lb), max takeoff 44,225kg (97,500lb).
146-300QT – Operating empty 23,126kg (50,985lb), max takeoff same.

Airbus A300B2/B4

The Airbus A300 is significant not only for being a commercial success in its own right, but for being the first design of Europe’s most successful postwar airliner manufacturer.
Aerospatiale of France, CASA of Spain and the forerunners of Germany’s DaimlerChrysler Aerospace and British Aerospace formed the Airbus Industrie consortium in the late 1960s specifically to develop a twin engined 300 seat widebody `air bus’ to fill an identified market gap.
The original 300 seat airliner design matured into a smaller 250 seater, the A300 designation gaining a `B’ suffix to denote the change. Two prototype A300B1s were built, the first of these flying from Toulouse, France on October 28 1972, the second on February 5 the next year. The General Electric CF6 was the powerplant choice for initial A300s. Following the prototype A300B1s was the 2.65m (8ft 8in) longer A300B2, the first production version which first flew in April 1974. The B2 entered service with Air France on May 23 1974.

Photo is taken by Danial Haghgoo

Subsequent versions included the B2-200 with Krueger leading edge flaps and different wheels and brakes; the B2-300 with increased weights for greater payload and multi stop capability; the B4-100 a longer range version of the B2 with Krueger flaps; and the increased max takeoff weight B4-200 which featured reinforced wings and fuselage, improved landing gear and optional rear cargo bay fuel tank. A small number of A300C convertibles were also built, these featured a main deck freight door behind the wing on the left hand side. Late in the A300B4’s production life an optional two crew flightdeck was offered as the A300-200FF (customers were Garuda, Tunis Air and VASP).
Production of the A300B4 ceased in May 1984, with manufacture switching to the improved A300-600.
Older A300s are now finding a useful niche as freighters, with a number of companies, in particular DaimlerChrysler Aerospace Airbus, offering conversion programs.

Power Plants And Performance:
A300B2/B4 – Two 227kN (51,000lb) General Electric CF6-50Cs or 236kN (53,000lb) Pratt & Whitney JT9D-9 turbofans. A300B2-200 – Typical high speed cruising speed 917km/h (495kt), typical long range cruising speed 847km/h (457kt). Range with 269 passengers and reserves 3430km (1850nm). A300B4-200 – Same except range with 269 passengers and reserves 5375km (2900nm), range with max fuel 6300km (3400nm).

A300B2-200 – Operating empty 85,910kg (189,400lb), max takeoff 142,000kg (313,055lb).

Airbus A310-300

The A310 first began life as the A300B10, one of a number of projected developments and derivatives of Airbus’ original A300B airliner.
While based on the larger A300, the A310 introduced a number of major changes. The fuselage was shortened by 13 frames compared to the A300B, reducing seating to around 200 to 230 passengers and a new higher aspect ratio wing of smaller span and area was developed. New and smaller horizontal tail surfaces, fly-by-wire outboard spoilers and a two crew EFIS flightdeck were incorporated, while the engine pylons were common to suit both engine options.
The first flight of the A310 occurred on April 3 1982, after the program was launched in July 1978. Service entry was with Lufthansa in April 1983. Early production A310s did not have the small winglets that became a feature of later build A310-200s and the A310-300. The A310-300 is a longer range

Photo is taken by Mirko Krogmann

development of the base A310-200, and has been in production since 1985. This version can carry a further 7000kg (15,430lb) of fuel in the tailplane.
The A310-200F freighter is available new build or as a conversion of existing aircraft (13 A310s were converted to freighters for Federal Express by Airbus partner Daimler Benz [now DaimlerChrysler] Aerospace Airbus). The A310-200C convertible passenger/freighter first entered service with Dutch operator Martinair in 1984.

Power Plants And Performance:
Initial powerplant choice of either two 213.5kN (48,000lb) Pratt & Whitney JT9D-7R4D1s or two 222.4kN (50,000lb) General Electric CF6-80A3 turbofans. Current choices of 238kN (53,500lb) CF6-80C2A2s, 262.4kN (59,000lb) CF6-80C2A8s, 231.2kN (52,000lb) PW-4152s, or 249.1kN (56,000lb) PW-4156s. Max cruising speed 897km/h (484kt), long range cruising speed 850km/h (459kt). Range at typical airliner operating weight with 218 passengers and baggage and reserves 6800km (3670nm) for A310-200, 7982km (4310nm) for CF6 powered A310-300, 9580km (5170nm) for high gross weight A310-300 with CF6s.

A310-200 with CF6-80C2A2s – Operating empty 80,142kg (176,683lb), max takeoff 142,000kg (313,055lb). A310-300 with CF6-80C2A8s – Operating empty 81,205kg (179,025lb), max takeoff 150,000kg (330,695lb) standard, or higher gross weight options through to 164,000kg (361,560lb).

Airbus A300B4-600

The A300-600 development of the earlier A300B4 incorporated a number of significant improvements and refinements, foremost being a two crew flightdeck and increased range.
Apart from the two crew EFIS cockpit, with digital avionics based on that developed for the A310, changes included the A310’s tail empennage which increased freight and passenger payloads, small winglets (an option from 1989, standard from 1991), simplified systems, greater use of composites, Fowler flaps and increased camber on the wings, new brakes and APU, and improved payload/range through an extensive drag reducing airframe clean up and new engines. First flight for the A300-600 was on July 8 1983, the first airline delivery was in March 1984.
The A300-600 was further developed into the longer range A300-600R, its extended range courtesy of a fuel trim tank in the tailplane and higher maximum takeoff weights. First flight was on December 9 1987, first delivery was April 20 1988 (to American Airlines).

Photo is taken by Shary – Iranian Spotters

Convertible freight/passenger versions of all variants of the A300 have been offered, as has the all freight A300F4-600. The first new build pure freighter A300, one of 36 ordered for Federal Express, flew in December 1993. UPS is another major A300-600F customer, following its September 1998 order for 30. Airbus also offers conversion packages of existing passenger A300s into freighters with a left side forward freight door and strengthened floor.

Power Plants And Performance:
Two 262.4kN (59,000lb) General Electric CF6-80C2A1s, or two 273.6kN (61,500lb) CF6-80C2A5s, or two 249kN (56,000lb) Pratt & Whitney PW-4156s or two 258kN (58,000lb) PW-4158 turbofans. A300-600R – Max cruising speed 897km/h (484kt), long range cruising speed 875km/h (472kt). Range at typical airline operating weight with 267 passengers with 370km (200nm) reserves and standard fuel 7505km (4050nm) with CF6s, or 7540km (4070nm) with PW-4000s.
A300-600 – Range at same parameters 6670km (3600nm).
A300-600F – Range with max payload, and reserves 4908km (2650nm)

A300-600 – Operating empty with CF6s 90,115kg (198,665lb), with PW-4000s 90,065kg (198,565lb). Max takeoff 165,900kg (365,745lb).
A300-600R – Operating empty 91,040kg (200,700lb) with CF6s, or 90,965kg (200,550lb) with PW4000s, max takeoff 170,500kg (375,855lb), or optionally 171,700kg (378,535lb).
A300-600F – (CF6 powered) Operating empty 78,335kg (172,700lb), max takeoff 170,500kg (375,900lb).

Boeing 747-300

Boeing’s 747-300 model introduced the distinctive stretched upper deck which can seat up to 69 economy class passengers.
The 747-300 was the end result of a number of Boeing studies which looked at increasing the aircraft’s seating capacity. Ideas studied included fuselage plugs fore and aft of the wing increasing seating to around 600, or running the upper deck down the entire length of the fuselage. In the end Boeing launched the more modest 747SUD (Stretched Upper Deck) with greater upper deck seating on June 12 1980.
The 747SUD designation was soon changed to 747EUD (for Extended Upper Deck), and then 747-300. The new model first flew on October 5 1982 and was first delivered to Swissair on March 28 1983. Other customers included UTA, Saudia, SIA, Qantas and Cathay.

Photo is taken by Taha Ashoori

Compared to the -200, the -300’s upper deck is stretched aft by 7.11m (23ft 4in), increasing economy class seating from 32 to a maximum of 69. The lengthened upper deck introduced two new emergency exit doors and allows an optional flightcrew rest area immediately aft of the flightdeck to be fitted. Access is via a conventional rather than spiral staircase as on the earlier models.
Otherwise the 747-300 is essentially little changed from the 747-200 and features the same takeoff weight and engine options. 747-300 variants include the 747-300M Combi and the short range 747-300SR built for Japan Air Lines for domestic Japanese services.
The extended upper deck was also offered as a retrofit to existing 747-100/-200s, although the only airlines to take up this option were KLM and UTA. KLM has since converted two to freighters, resulting in the first 747 freighters with the stretched upper deck. Also, two JAL 747-100s were delivered new with the extended upper deck.

Power Plants And Performance:
Four 243.5kN (54,750lb) Pratt & Whitney JT9D7R4G2 turbofans, or 236.3kN (53,110lb) RollsRoyce RB211524D4s, or 233.5kN (52,500lb) General Electric CF650E2s, or 252.2kN (56,700lb) CF6-80C2B1s.
Max speed (with CF6-80s) 996km/h (538kt), max cruising speed 939km/h (507kt), economical cruising speed 907km/h (490kt), long range cruising speed 898km/h (485kt). Range with 400 passengers and reserves with JT9Ds 11,675km (6300nm), with CF650s 11,297km (6100nm), with CF6-80s 12,408km (6700nm), with RB211s 11,575km (6250nm).

Operating empty 174,134kg (383,900lb) with JT9Ds, 175,721kg (387,400lb) with CF6-50s, 176,901kg (390,000lb) with CF6-80s or 178,171kg (392,800lb) with RB211s. Max takeoff 351,535kg (775,000lb), or 356,070kg (785,000lb), or 362,875kg (800,000lb), or 371,945kg (820,000lb), or 377,840kg (833,000lb).

Boeing 747-400

the 747-400 is the latest, longest ranging and best selling model of the 747 family.
Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989.
The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range.
Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F’s fuselage with the -400’s wing).

Photo is taken by Danial Haghgoo

The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The -400ER has the same size as the -400, but has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements.

The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don’t need these can remove them both, gaining additional cargo volume.
The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly.
A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first -400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F.
Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers.
Various growth 747 models have been studied. The 747-500X and -600X models were dropped in January 1997. Boeing is currently proposing the 747-400XQLR (Quiet Longer Range) to 747-size customers which will offer more range, more quiet, and more features.

Power Plants And Performance:
Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW-4062s, 252.4kN (56,750lb) General Electric CF6-80-C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB-211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/H-Ts.
747-400 – Max cruising speed 939km/h (507kt), long range cruising speed 907km/h (490kt). Design range with 420 three class pax at 396,895kg (875,000lb) MTOW 13,491km (7284nm) with PW-4000s, 13,444km (7259nm) with GEs, 13,214km (7135nm) with RB-211s.
747-400ER – Range at MTOW 14,205km (7670nm).
747-400ERF – Range at MTOW 9200km (4970nm)

747-400 – Standard operating empty with PW-4056s 180,985kg (399,000lb), with CF6-80-C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW-4056s 181,485kg (400,100lb), with CF6-80-C2B1Fs 181,255kg (399,600lb), with RB-211s 182,255kg (401,800lb). Max takeoff 362,875kg (800,000lb), or optionally 377,845kg (833,000lb), or 385,555kg (850,000lb), or 396,895kg (875,000lb). 747-400ER/ERF – MTOW 412,770kg (910,000lb).

Airbus 340-300

The A340-200 and 300 are the initial variants of the successful quad engined A340 family of long haul widebodies. The A340 and closely related A330 were launched in June 1987, with the A340’s first flight occurring on October 25 1991 (an A340-300). The A340 entered service with Lufthansa and Air France in March 1993, following JAA certification the previous December. The A340 shares the same flightdeck including side stick controllers and EFIS, plus flybywire, basic airframe, systems, fuselage and wing with the A330 (the flightdeck is also common to the A320 series).

Photo is taken by Rainer Bexten

Power is from four CFM56s, the four engine configuration being more efficient for long range flights (as twins need more power for a given weight for engine out on takeoff performance) and free from ETOPS restrictions. The A340-300 has the same fuselage length as the A330-300, while the shortened A340-200 trades seating capacity for greater range (first flight April 1 1992). The heavier A340-300E is available in 271,000kg (597,450lb) and 275,000kg (606,275lb) max takeoff weights, their typical ranges with 295 passengers are 13,155km (7100nm) and 13,525km (7300nm) respectively. Power for these models is from 152.3kN (34,000lb) CFM56-5C4s (the most powerful CFM56s built). The first A340-300Es were delivered to Singapore Airlines in April 1996. The 275,000kg (606,275lb) max takeoff weight A340-8000 is based on the 200 but has extra fuel in three additional rear cargo hold tanks and offers a 15,000km (8100nm) range with 232 three class passengers (hence the A340-8000 designation). It too is powered by CFM56-5C4s. One has been built for the Sultan of Brunei. All versions are offered with underfloor passenger sleepers.

Power Plants And Performance:
Four 138.8kN (31,200lb) CFM International CFM56-5C or 145kN (32,550lb) CFM56-5C3 turbofans.A340-200 – Max cruising speed 914km/h (494kt), economical cruising speed 880km/h (475kt). Range at typical airline operating weight with 263 passengers and reserves 13,805km (7450nm). A340-300 – Speeds same. Range at typical airline operating weight with 295 passengers and reserves 12,415km (6700nm).

A340-200 – Operating empty 126,000kg (277,775lb), max takeoff 260,000kg (573,200lb). A340-300 – Operating empty 129,800kg (286,150lb), max takeoff 260,000kg (573,200lb). A340-300E – Operating empty 129,300-130,200kg (285,050-287,050lb), MTOW 271,000kg (597,450lb) or 275,000kg (606,275lb).

Airbus 340-600

The 15,740km (8500nm) ultra long range A340-500 and stretched 372 seat A340-600 are new variants of the Airbus A340 family, and are currently the world’s longest range airliners. Compared with the A340-300, the A340-600 features a 9.07m (35ft 1in) stretch (5.87m/19ft 3in ahead of the wing and 3.20m/10ft 6in behind), allowing it to seat 372 passengers in a typical three class arrangement. This gives Airbus a true early model 747 replacement and near direct competitor to the 747-400, with similar range, but, Airbus claims, better operating economics (per seat).

Photo is taken by Frank Steinkohl

The A340-500 meanwhile is stretched by only 3.19m (10ft 6in) compared with the A340-300, and so seats 313 in three classes, but it has a massive range of 15,740km (8500nm), which makes it the longest ranging airliner in the world, capable for example of operating Los Angeles-Singapore nonstop. The two new A340 models share a common wing. The wing is based on the A330/A340’s but is 1.6m (5.2ft) longer and has a tapered wingbox insert, increasing wing area and fuel capacity. Both models feature three fuselage plugs. The other change to the A340 airframe is the use of the A330-200 twin’s larger fin and enlarged horizontal area stabilisers. To cope with the increased weights the centre undercarriage main gear is a four wheel bogie, rather than a two wheel unit. Both new A340s have a high degree of commonality with the A330 and other A340 models. They feature Airbus’ common two crew flightdeck, but with some improvements such as LCD rather than CRT displays and modernised systems. The A340-500 is powered by four 236kN (53,000lb) thrust Rolls-Royce Trent 556 turbofans, and the A340-600 by the 249kN (56,000lb) thrust Trent 556. The commercial launch for the A340-500/600 was at the 1997 Paris Airshow, the program’s industrial launch was in December that year when Virgin Atlantic ordered eight A340-600s and optioned eight. First flight of the A340-600 was made on April 23, 2001. After a 1600 hour flight test program, certification was received on May 29, 2002. Virgin Atlantic took delivery of its first A340-600 at the 2002 Farnborough International Airshow, and began commercial services in August. The A340-500 made its first flight on February 11, 2002, and was certificated on December 3 after 400 hours of flight test

Power Plants And Performance:
A340-500 – Four 236kN (53,000lb) Rolls-Royce Trent 553 turbofans A340-600 – Four 249kN (56,000lb) Rolls-Royce Trent 556 turbofans. Typical cruising speed Mach 0.83. A340-500 – Range with 313 passengers 15,742km (8500nm). A340-600 – Range with 380 passengers 13,890km (7500nm).

A340-200 – Operating empty 126,000kg (277,775lb), max takeoff 260,000kg (573,200lb). A340-300 – Operating empty 129,800kg (286,150lb), max takeoff 260,000kg (573,200lb). A340-300E – Operating empty 129,300-130,200kg (285,050-287,050lb), MTOW 271,000kg (597,450lb) or 275,000kg (606,275lb).