EDIT1: Added Mama 3 as Recommended for Select. Added Mama 4 as Recommended for Bottomless.

Introduction

I initially wanted to cover this in a video. But after preparing and writing out my thoughts, it seems to be a lot to cover in a video and will be hard to follow, so doing this in writing instead. I will link this to my Twitter and what-not. I still want to pursue video style for the Saga Banners.
Also additional note that any future style I mention is based on the vanilla version from JP. Things may change with any buffs / changes they will do once the said character is implemented in GL.
Please enjoy this massive wall of text. :)

Romancing Fes Select Ticket

Recommended

• Imperial Shield Final Empress - Imperial Shield is still one of the very useful, albeit a little broken, buff for the party to have a breather turn when fighting a boss. This is one of the better inherit for the upcoming 4Y Final Empress (probably earlier, and not our 4Y), since she has Morale Down, she has ST Healing that can revive, and having this is pretty good. In JP, this style doesn't exist so we fall back to Holy Moon inherit. Taking note Final Empress also has her recent Saga style with Double Holy Moon.
  
• Sweet Hit Emelia - Sweet Hit is still good, and is nice to have for later with Bunny Emelia. This Emelia style is also good if you want to latch on RNG for dodging. Personally, I plan to get Brilliant Bunny Show from Bunny Emelia back to OD Style to keep giving Overdrive Gauge, but I will miss Intrinsic Ability from Bunny Emelia, so the alternative is to inherit Sweet Hit instead on Bunny Emelia to continue healing.
  
• Mariah - With the introduction of recent Jo, I feel Mariah has a spot for recommended list. Jo gives a buff to the party that lasts the entire battle. If a target character (example Jo) gets hit, whether the hit lands or Jo dodges it, then other party members will have Attack Boost and Defense Boost for specific number of turns. For this to work, you will at least need another party member alive taking hits, and so Mariah fits perfect in that setup, especially our Mariah having Iron Wall VI and healing the party on hit.
  
• Paean of Peace Mama - With conversation from folks on Discord, and remaining consistency that adding Mama 3 and Mama 4 is a good recommendation. Paean of Peace is reliable for Wil buffing duties, bonus, Lov buff allows XS Heal to reach 200-250 per tick, which is pretty good. However, only go for this style if you have either Saga Mama, Valentine Mama, or Mama 4. This Mama style is a little outdated and might die easily without proper defenses the 3 latest style has. Between Paean of Peace and Paean of Heartthrob, I would still go for Heartthrob due to debuffing + extra defense boost we get.
  

Maybe

• Frostbite Bertrand - If you go for School Bertrand, definitely go for this since Frostbite inherit is perfect for School Bertrand to be doing Frostbite > S3 > Repeat rotation in a hard content. If you don't go for this, then School Bertrand's Frost Fire+ is good enough.
  
• Fireworks Rocbouquet - Blooming Fireworks+ or Psycho Boom inherit. Can become the best Intelligence debuffer, however, needing to roll on enemy's resistance to debuff.
  
• Water Festival Narwhal's Daughter - Aqua Bash or Water Festival inherit. Aqua Bash in GL has Wil buffing, so something to consider, even knowing Saga Narwhal's Daughter (Narwhal form) exists
  
• Gun and Blade Roufas - Still one of the best ST Nukers.
  
• School Sif - Wail+ is very helpful in Remembrance Battle.
  
• Flame Hammer Barthelemy - Mainly for Abaddon Hands for the latest style to improve farming. Otherwise, optional.
  
• NY Vampire Lady - If you are struggling with Domafa for Sword and S. Sword (assuming you have her S. Sword Style), that she will help inflicting charm. Otherwise, there are options in tackling Domafa later on.
  
• Goddess - Megami's Heart of Goddess is still a good AOE Heal to have in a pinch along with Music Fes Style. But it is slowly getting powercrept by other options.
  
• Zeke - Scrum Guard for gun. Remembrance application most likely.
  
• Saga Alkaiser - Really flexible farming, and having Final Crusade is good AOE Healing to help you for MA Remembrance.
  

Must Select at All Cost

• Virgil - Best character in the game, no reasons necessary. Also please do not follow this part of this guide because I just love Virgil. :D

Romancing Fes Bottomless Banner

Recommended

• Mama 4 - Very reliable in farming, so she will have uses until then. She is also capable in hard content in a pinch with AOE Healing with 1 hit dodge, also having other Mama styles like 3, and 1 would allow her to do the necessary buffing needed. More likely 3 as it leans towards to the current hard contents due to ailment resistance (gears + buff). Paean of Heartthrob is another way of dealing with this, but Valentine Mama ineriting Paean of Protection is a better setup.
  
• Rag Robin - Still one of the best character to bring in a hard content scenario. Bonus, if you picked up Chef Polka, that it will be great thing to have with Chef Polka's minor OD mechanic.
  
• Captain Thyme - Still a good support overall having defenses and healing. OD mechanics are slowly becoming a thing in JP and Thyme might be a good investment and may be good for a while.
  
• Valentine Mama - Doki Doki Song (Paean of Hearthrob) inherit for Saga Mama style. Also charm source for Spear for Domafa. Tankiest style regardless of gear, but Saga Mama can be as tanky but has the condition of being geared properly for the battle. Doki Doki Song is a good inherit mainly due to the extra Defense Boost it gives to the party. Any extra defense boost helps a long way.
  
• LNY Silver - If you missed out on UDX Silver, LNY Silver is still good, especially if you have BP battery in the party that she can keep on keeping up with Damage Block (1x).
  
• LNY Macha - Still pretty good with Sacred Tree doing 2x XS Heal.
  
• Music Fes Minstrel - Would still have some mileage with his utility, along with the upcoming Minstrel's Oratorio spamming inherited to this style is pretty good.
  
• Scrum Guard Gustave - Scrum Guard for obvious reason. Also, Magic Mitigate on his S3. Good Row farming capability too.
  
• Igomahl - With the 4.5Y style announced, having Malicious Trick along with her Buff Cleaning capability is a good thing to have at that point of the game.
  
• ITOKEN-san - He still is pretty good as a support for hard content. He is lacking some defensive buffing, but otherwise helps the party overall.
  

Maybe

• LNY Rouge - RNG-based BP Battery with healing. Fun to use, but not really critical.
  
• LNY Urpina - Great to combo with MA Ellen, and Saga Macha and just melts enemy's defenses with Defense Down. Fun to use, but not necessary.
  
• LNY Orgniana - Very very rare ST Healing for Axe that can revive. Maybe because beyond Remembrance, its rare for people to use her on current hard content, unless it is a series limited challenge.
  
• Cindy Campbell - Helps make remembrance battle a little easier with her buffs.
  
• Music Fes Goddess - Along with first Goddess allows for the best 1 time AOE Healing in a hard content scenario alongside a Morale Down capability. Still has some mileage before things change in the game.
  
• Halloween Narwhal's Daughter - Trick Carnival is still good debuff to have and may have some mileage for the upcoming challenges, alongside series limited ones.
  
• Jamila - Scrum Guard source for S. Sword if you missed out on Tsubaki, also Charm source for Domafa mechanic. Very limited application.
  
• Flame Barrier Aunus - Giving Heat nullification along with end of turn healing is very niche, but might prove to have some application in Remembrance, especially later with Sigfrei. I would say a little better than Orgniana due to the Heat nullification effect.
  
• Liam - While he is dubbed as the Top DPS, we will soon have 4Y style which is an improved version of this style, and bonus, he will have another style at the ending chapter where having the bullet skill from 4Y style inherited to ending style makes for a better DPS. If you opt for OG Liam, he will have very limited usage until 4Y style comes out.
  
• Summer Katarina - She is on the edge for being recommended, but I had to restrain my favoritism with her lol. This style gives her character overall a column and row farming capability. S. Sword style would be able to benefit with Healing Blade for some self sustaining healing while charging BP to use Physical Mitigate to all.
  

UDX Select Ticket

Recommended

• Matriarch - Matriarch 4 inheritng Shining Glory is still one of the better option to go for AOE farming for a 4 action with her buffing and another AOE.
  
• Urpina - For Torrent inherit, which arguable still one of the better Counter stance. Also, Cross Break inherit for some good ST farming, although at 2 actions per usage.
  

Maybe

• Claudia - Reverie Trishot is still really good for Pierce Burst. However, this won't make a comeback until the next UDX Crit Claudia arrives and having Reverie Trishot is the way to go for that style to be optimized.
  
• Mirza - Still Blade Light inherit. Has an upcoming RSMS style that has SBL-like healing, but only happens by chance.
  

UDX Bottomless Banner

Highly Recommended

• UDX Esper Girl - Her Halloween Style will greatly benefit from this either by having Double Telekinesis (the 2nd being behind RNG), or Dimensional Aura every other turn and then follow-up with Telekinesis.

Recommended

• UDX Saruin - If you go for the next Saruin Style, having Destructive Blow completes his kit for the best 2R AOE Slash Farming. Otherwise, the next Saruin Style would only be able to cover Dark AOE Farming with his S2, albeit applicable for 3R stages.

Maybe

• UDX Darius - Mostly for Remembrance, he does provide really good damage output especially alongside some BP Battery in the party. Also, Passive AOE Healing for Axe is always welcome.

Saga Soul Select Ticket

Recommended

• Georg - Scrum Guard for Sword, and Healing. His Final Strike+ later becomes battle limit usage, so he can further heal with Moonlight (having a + version later).

Maybe

• Mecha - Legendary Treasure is still a good AOE skill to have, and Mech being a gun means he may deliver good damage.

Saga Soul Bottomless Banner

Recommended

• Sparrow - Pierce and Slash Row farming, will have his uses for a while. Even with Falcon coming soon from Beachside Banner, I feel Sparrow still has the edge.
  
• Kriemhild - 3R AOE Farming for R1 and R3. Same as sparrow, will have uses for a while.
  

Maybe

• Ruby - Mainly for Int debuffing inherit for her next Saga Soul Style which becomes a Heat Specialist dream party member.
  
• Mask Dad - Nice to have but very very short mileage now from where the game is at.
  
• Kylin - Wil buffing is always welcome, but it becomes plenty later that Kylin might not be able to keep up with high BP Cost of Vapor Blast and/or you didn't win the 25% chance for passive buffing.
  
• Pyrix - Can help with Column farming, later on has a style that is designed for Row farming.
  
• Souji - If you missed out on King Sei, then Souji is a good alternative for a strong AOE, however, he can only do 1 shot strong attack vs King Sei being able to do 2 AOE (but single element).
  
• Soucho - Can help in ST Farming along side other good ST Burster.
  

Hello everyone!
If you remember a few months ago, we conducted an AMA, in which Committee members who organized the Flag Initiative and NAVA's Secretary Ted Kaye and YouTube Co-Ordinator Brian Cham answered questions relating to the Initiative, our process and what future steps we will be taking, as well as general questions about flags and flag design. As we are currently accepting public feedback on the 4 semifinalists, the period itself which has been extended until this Saturday, June 10th, we want to connect you all with their designers!
For tomorrow, I and Committee member Sarah Seib will appear alongside:
Ryan Kostusiak, The Evening Tree
Shane LaChance, The Unity Flag
Sophia Jaberi, The Grain of Glory
Eric Hart, The First Light Flag
Conduct will be as follows: Committee/Initiative specific questions (such as how the finalist will be selected) should be directed to Sarah or I, while design specific questions (such as what inspired you to make a flag) should be directed to the designers. You can direct specific questions by tagging their username, or you can direct them to the aforementioned groups, or to the entire panel. Please make sure your critique of the semifinalists' designs is constructive. Finally, the main post will be updated according to showcase which members of the Committee have arrived or have left.
We will available tomorrow from 12pm to 2pm tomorrow (June 7th). If you are interested and around the area, other events that we will be doing include:
Flag Raising Ceremonies at these dates and times at Syracuse City Hall Flagpoles (233 E Washington St, Syracuse, NY 13202):
Monday, June 5th - The Evening Tree, 12:30pm
Tuesday, June 6th - The Unity Flag, 12:30pm
Wednesday, June 7th - The Grain of Glory, 12:30pm
Thursday, June 8th - The First Light Flag, 12:30pm
And the Committee will be tabling at the locations and times listed here!
Check out our website, follow us on Instagram, and subscribe to our mailing list for further updates! I hope you all are doing well, and to continue to receive your feedback!
Sincerely,
Ikechukwu Okereke

Here are all of the new US CCS (Level 3 fast-charging) stations that rolled out in May 2023, according to the Department of Energy. These chargers are suitable for most new EVs on the market, except for:

1. Tesla drivers who haven't bought the official CCS adapter yet. Certain older Teslas need additional work done to accept the adapter.
2. Leaf owners like me, and some owners of older cars that also use CHAdeMO. If you drive a Leaf, or an older CHAdeMO car, see my matching post in leaf.

Some of these chargepoints will be "refreshes," e.g. the provider replaced them with faster chargers etc. Some may be incorrect. This report is only as good as the Alternative Fuels Data Center data.
There were 222 CCS charge points added or refreshed in May 2023, which is up from 171 in April. For comparison, there were only 74 new CCS charge points in May 2022. Things are speeding up.
"What about CCS charging at Tesla superchargers?" Tesla is in the process of rolling out their "magic dock" for non-Tesla cars, but so far in very few locations. If they start doing this at scale and reporting it to the Alternative Fuels Data Center then it will be reflected here.
"What about Ford vehicles with NACS (Tesla) plugs?" They are not on sale yet. Current-generation Ford vehicles have CCS plugs. The next generation will have NACS (Tesla) plugs, but will also support CCS via an adapter.
If you'd like to know about new chargers along your routes right away, or just prefer not to check this list monthly when new openings are rare in your area, I've set up a free service that provides email notifications as soon as they open. You can sign up at evpov.com. Or not! I don't really have a business plan here, I built it to help EV owners like myself.
To streamline this post, multi-chargepoint locations are listed with the number of chargepoints first, so that's why the post is shorter than in previous months.

➡ AR (1) Franklin's Charging Little Rock 724 Woodrow St Little Rock, AR 72205 ➡ AZ (6) 942 E Parma Street (US-CMK-NVL-2A) 942 E Parma Street Gila Bend, AZ 85337 (1) Kroger Frys 62 (Mesa, AZ) 554 W Baseline Rd Mesa, AZ 85210 ➡ CA (1) Fairfield Inn & Suites 8700 Spectrum Pkwy Bakersfield, CA 93308 (1) MOSSY CDJR DC 1 1875 Auto Park Ave Chula Vista, CA 91911 (3) DC CORRIDOR CHEVRON C DC 2 25032 W Dorris Ave Coalinga, CA 93210 (1) South Coast Collection (SoCo) 3303 Hyland Ave Costa Mesa, CA 92626 (1) SCPPA SCPPA CPE200T 1160 Nicole Ct Glendora, CA 91740 (1) Chase Bank - 925 N Hacienda Blvd 925 N Hacienda Blvd La Puente, CA 91744 (1) WOODLANDHILLS ABB 24KW 01 22006 Erwin Street Los Angeles, CA 91367 (1) 7071 - Merced, CA (2020 Childs Ave) 2020 Childs Ave Merced, CA 95341 (1) Mojave Air & Spaceport (Building 1) 16922 Airport Blvd Mojave, CA 93501 (1) BMW MONROVIA OFF NETWORK 01 1425 Mountain Ave Monrovia, CA 91016 (1) Albertsons 1345 (Morro Bay, CA) 730 Quintana Road Morro City, CA 93442 (1) 3333 Fruitvale Ave 3333 Fruitvale Ave Oakland, CA 94602 (1) 7126 - Oakley, CA (5540 Bridgehead Road) 5540 Bridgehead Road Oakley, CA 94561 (1) CircleK - Palm Desert, CA 78005 Country Club Dr Palm Desert, CA 92211 (1) Hilton Garden Inn 20 Advantage Ct Sacramento, CA 95834 (1) BoA Hillcrest CA0-120 (San Diego, CA) 737 UNIVERSITY AVE San Diego, CA 92103 (1) WinCo Foods - Vacaville #60 855 Davis St Vacaville, CA 95687 ➡ CO (1) CITY OF ASPEN RIO GRANDE L3 427 Rio Grande Pl Aspen, CO 81611 (4) CSG EV BOULDER PL4 1500 Pearl St Boulder, CO 80302 (5) 1 Flatiron Crossing (US-ME8-73R-2B) 1 Flatiron Crossing Broomfield, CO 80021 (1) CircleK - Colorado City, CA 8950 S Interstate 25 Colorado City, CO 81004 (2) GPM INVESTMENTS 4590 DC1 8105 N Academy Blvd Colorado Springs, CO 80920 (2) KUM & GO CRAIG PL2 700 East Victory Way Craig, CO 81625 (1) DINO WELCOME DINOSAUR PL1 101 Stegosaurus Freeway Dinosaur, CO 81610 (2) PIKES PK CHARGE BA.CA.MI LLC #2 11027 US-24 Divide, CO 80814 (4) ANNEX SITE GEORGETOWN PL4 1120 Argentine Street Georgetown, CO 80444 (4) KUM & GO RIFLE PL4 705 Taugenbaugh Boulevard Rifle, CO 81650 (2) KUM & GO SB SPRINGS PL2 80 Anglers Drive Steamboat Springs, CO 80487 ➡ CT (1) BOA East Hartford CT2-120 (Hartford, CT) 805 E Main Street East Hartford, CT 06108 (1) HARTFORD BMW ABB OUTSIDE 1 Weston Park Rd Hartford, CT 06120 ➡ DE (1) First State Chevrolet 22694 DUPONT BLVD GEORGETOWN, DE 19947 ➡ FL (1) JNKNS JACKSONVI DC FAST 2 11107 Atlantic Blvd Jacksonville, FL 32225 (1) Simon Tampa Premium Outlets (Lutz, FL) 2300 Grand Cypress Dr Lutz, FL 33559 (1) Starbucks 9200 FL-228 Macclenny, FL 32063 (1) Ocean Cadillac 17800 Ipco Road Miami, FL 33162 (1) Sun Plaza 6339 W Colonial Dr Orlando, FL 32818 (1) Simon Orlando Vineland (Orlando, FL) 8200 Vineland Ave Orlando, FL 32821 (1) Simon Tyrone Square (St Petersburg, FL) 6901 22nd Ave N Peterburg, FL 33710 (1) BHY CHARGER 1 9915 E Adamo Dr Tampa, FL 33619 (1) Chase Bank - 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Allen Christian Buick GMC Inc 724 W Business US Highway 60, Dexter, MO 63841 (1) Store 290 Joplin - 2101 S. Prigmore &I44 2101 S Prigmore Joplin, MO 64804 ➡ MS (1) 1685 High St 1685 High St Jackson, MS 39202 ➡ NC (1) CAPE HATTERAS AVON PIER DCFC2 41001 North Carolina Hwy 12 Avon, NC 27915 (1) Westcott Buick GMC 2410 S CHURCH ST BURLINGTON, NC 27215 (1) 9960 Poplar Tent Rd 9960 Poplar Tent Rd Concord, NC 28027 (1) AEMC- AEMC HQ FAST 125 Cooperative Way Hertford, NC 27944 (1) Capital Hyundai of Jacksonville 2325 N Marine Blvd Jacksonville, NC 28546 (1) Chestnut Arbor 2925 Weddington Matthews Rd Matthews, NC 28105 ➡ NE (1) ERNST CHARGER 1 EAC CHARGER 615 23rd St E Columbus, NE 68601 ➡ NH (1) Berlin City Chevrolet 545 MAIN STREET GORHAM, NH 03581 (2) Tanger Tilton Under Armour 06-07 120 Laconia Road Tilton, NH 03256 ➡ NJ (1) ShopRite Carteret - Wakefern #511 801 Roosevelt Ave Carteret, NJ 07008 (1) Lester Glenn Freehold 3712 Rte 9 Freehold, NJ 07728 (2) FREEHOLDHYUNDAI VERIZON 1 4075 9 Freehold Township, NJ 07728 (2) CLASS 3 CHARGER HYUNDAI-2 250 Rte 4 Paramus, NJ 07652 (1) CIRCLEAUTOGROUP CH- CPE250 1 641 Shrewsbury Ave Shrewsbury, NJ 07702 (1) ROUTE 1 HYUNDAI CPE-250-02 3905 US 1 South Brunswick Township, NJ 08852 (1) ROUTE 1 HYUNDAI RT1-01 3913 US-1 South Brunswick Township, NJ 08852 (1) Lester Glenn Buick-GMC 230 RTE 37 E TOMS RIVER, NJ 08753 (1) Lester Glenn Chevrolet 398 Rt 37 Toms River, NJ 08753 ➡ NY (1) AAA WESTCENTRAL DC FAST CHARGER 100 International Dr Amherst, NY 14221 (2) KEELER STATION 6 1111 Troy Schenectady Rd Latham, NY 12110 (1) LEXUSMIDDLETOWN STATION 1 3496 US-6 Middletown, NY 10940 (1) Lerner NYC Station Plaza (Port Jefferson Station, NY) 5145 Nesconset Highway Port Jefferson Station, NY 11776 (3) BOB JOHNSON BOB JOHNSON KIA 3817 W Henrietta Rd Rochester, NY 14623 (1) Burr Truck Level 3 DC Fast Charge 2901 Vestal Rd Vestal, NY 13850 ➡ OH (1) Serra Chevrolet 3281 S Arlington Rd Akron, OH 44312 (1) Tim Lally Chevrolet 24999 Miles Rd Bedford Heights, OH 44128 (2) CRESTMONT DRIVECRESTMONT2 2961 Center Rd Brunswick, OH 44212 (1) Lambert Buick GMC 2409 FRONT ST CUYAHOGA FALLS, OH 44221 (1) Hampton Inn - Canton 5256 Broadmoor Cir NW Canton, OH 44709 (1) JEFF WYLER EXPRESS 250 Loop @ Far Hills Centerville, OH 45459 (1) DONWOODAUTO DW CHEVY 2 12916 OH-664 Logan, OH 43138 (2) WAG ABB STATION 1 8457 N Springboro Pike Miamisburg, OH 45342 (1) JEFF WYLER CORP 4- DC FAST 401 Milford Pkwy Milford, OH 45150 (1) Friendship Kitchen 70 3800 E. State Rd. Port Clinton, OH 43452 (1) Friendship Kitchen 83 4024 Hayes Ave. Sandusky, OH 44870 (1) Serpentini Chevrolet of Strongsville 15303 Royalton Rd Strongsville, OH 44136 (1) Don's Automotive Group 720 N SHOOP AVE WAUSEON, OH 43567 (1) Bush Auto Place 1850 Rombach Avenue Wilmington, OH 45177 ➡ OK (1) EDMOND HYUNDAI EDMOND 4 14137 N Broadway Ext Edmond, OK 73013 ➡ OR (6) 12000 SE 82nd Ave (US-H8H-UM5-2A) 12000 SE 82nd Ave Happy Valley, OR 97086 (1) PGE IBEW 48 15937 NE Airport Way Portland, OR 97230 ➡ PA (1) DOYLESTOWN 024B1000008033 4465 W Swamp Rd Doylestown, PA 18902 (2) LIBERTY CHARWASH PL 2 2595 Maryland Road Willow Grove, PA 19090 (1) Bergeys Inc 518 RTE 309 colmar, PA 18915 ➡ PR (2) BMW AUTOGERMANA CPE 250 PKNG 2 106 Calle Acuarela Guaynabo, PR 00969 (2) BMW AUTOGERMANA FTZ120KW-2 1086 Ave. Muñoz Rivera San Juan, PR 00919 ➡ RI (1) Paul Masse Chevrolet 1111 Taunton Ave East Providence, RI 02914 ➡ SC (1) Travelers Rest Municipal Complex 125 Trailblazer Dr Travelers Rest, SC 29690 ➡ TN (4) I24 EXIT11 STATION 1 (LL) 701 Sango Road Clarksville, TN 37043 (2) DISTRICT 2 STATION 1 (L) 28 S Park Ave Hohenwald, TN 38462 (2) LAWRENCEBURG STATION 2 (R) 2347 Hwy 43 N Leoma, TN 38468 (1) MB OF MEMPHIS STATION 1 5401 Poplar Ave Memphis, TN 38119 ➡ TX (1) Friendly Chevrolet 2754 North Stemmons Way Dallas, TX 75207 (1) Plaza de Oro 4450 W Jefferson Blvd Dallas, TX 75211 (1) Shell 3302 S Eastman Rd Longview, TX 75602 (1) 3220 Gulf Fwy 3220 Gulf Fwy Texas City, TX 77591 ➡ UT (2) VOLVO CAR USA SANDY DC 2 56 W 9000 S Sandy, UT 84070 ➡ VA (1) BLACKWELL D1 4874 Riverside Dr Danville, VA 24541 (1) Fleet Management Site (For Testing Purpose Only) 512 Herndon Pkwy Herndon, VA 20170 (6) 2577 Jeb Stuart Highway (US-TDM-SCC-1C) 2577 Jeb Stuart Highway Meadows of Dan, VA 24120 (5) 2203 Franklin Road Southwest (US-TUJ-L2K-2C) 2203 Franklin Road Southwest Roanoke, VA 24014 (6) 437 Tiffany Drive (US-CHT-WF7-2C) 437 Tiffany Drive Waynesboro, VA 22980 (2) KOONS HYUNDAI STATION 1 1880 Opitz Blvd Woodbridge, VA 22191 ➡ VT (1) Cody Chevrolet 364 RIVER ST MONTPELIER, VT 05602 ➡ WA (1) 7112 - Bellevue WA (12903 NE 20th Street) 12903 NE 20th Bellevue, WA 98005 (1) 7060 - Burlington, WA (1790 South Burlington Blvd) 1790 South Burlington Blvd Burlington, WA 98233 (1) 5507 - Everett, WA (901 Casino Road) 901 Casino Road Everett, WA 98204 (1) 7025 - Everett, WA (13131 Bothell Everett Hwy) 13131 Bothell Everett Hwy Everett, WA 98208 (1) 4397 - Kelso, WA (1700 Allen Street) 1700 Allen Street Kelso, WA 98626 (1) 7063 - Olympia, WA (1725 Evergreen Park Drive SW) 1725 Evergreen Park Drive SW Olympia, WA 98502 (2) HANSON MOTORS HM3 QUICKCHARGE 2300 Carriage Loop SW Olympia, WA 98502 (1) 7096 - Sequim, WA (51 Carlsborg Road) 51 Carlsborg Road Sequim, WA 98382 (1) Walmart 2539 - Spokane Valley, WA 15727 E Broadway Ave Spokane Valley, WA 99037 (1) 7054 -Vancouver, WA 98664 (10314 SE Mill Plain Road) 13014 SE Mill Plain Rd Vancouver, WA 98684 (1) 7059 - Woodinville, WA (13023 NE 175th St) 13023 NE 175th St Woodinville, WA 98072 ➡ WI (1) BERG HYUNDAI VLI-L3-PDI-4 2900 N Victory Ln Appleton, WI 54913 (1) Wheelers Chevrolet of Coloma 1978 Charles Way Coloma, WI 54930 (1) Wheelers Chevrolet GMC of Marshfield 2701 S. Maple Ave Marshfield, WI 54449 

June 4, 2023 Raleigh Express v East Tennessee Valkyrie Raleigh, NC
June 10, 2023 Alabama Fire v Atlanta Rage Birmingham, AL
June 10, 2023 South Carolina Dames v Raleigh Express Columbia, SC
June 10, 2023 Carolina Phoenix v Jacksonville Dixie Blues Greensboro, NC
June 10, 2023 Oregon Cougars v Capital Pioneers Eugene, OR
June 10, 2023 Houston Energy v Austin Outlaws Houston, TX
June 10, 2023 Baltimore Nighthawks v Tri State Warriors Baltimore, MD
June 10, 2023 Cali War v Vixen Los Angeles, CA
June 10, 2023 Cincinnati Cougars v Grand Rapids Tidal Waves Cincinnati, OH
June 10, 2023 Columbus Chaos v Capital City Savages Columbus, OH
June 10, 2023 D.C. Divas 2023 v Detroit Venom Washington, DC
June 10, 2023 Arlington Impact v Zydeco Spice Arlington, TX
June 10, 2023 Iowa Phoenix v Minnesota Minx Des Moines, IA
June 10, 2023 Maine Mayhem v New Hampshire Rebellion Portland, ME
June 10, 2023 Miami Fury v Tampa Bay Inferno Miami, FL
June 10, 2023 Music City Mizfits v East Tennessee Valkyrie Nashville, TN
June 10, 2023 Nevada Storm v Mile High Blaze Reno, NV
June 10, 2023 New York Knockout v New York Wolves Schenectady, NY
June 10, 2023 Northern Connecticut Nightmare v Richmond Black Widows Windsor, CT
June 10, 2023 OKC Lady Force v Oklahoma Rage Oklahoma City, OK
June 10, 2023 Palm Beach Coyotes v Daytona Waverunners Palm Beach, FL
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The Airbus A300 is a wide-body airliner developed and manufactured by Airbus. In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner. West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969. European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
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
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]
Workshare and redefinition:
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]
​
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]
Programme launch:
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
Prototype and flight testing:
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]
Entry into service:
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]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - 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 [39]: 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.[39]: 54
A300B2 -
A300B2-100:
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.[40]: 10 [41][39]: 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.[39]: 27, 53 [40]: 10
A300B2-200:
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.[42]: 52, 53 [43] 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.[39]: 40 [40]: 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.[39]: 41 [40]: 12
A300B2-320:
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.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
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).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 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.[39]: 32, 54 [40]: 16
A300B4-200:
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.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - 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.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 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.[45] 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.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring 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.
A310 (A300B10)-
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 tanketransport.
Airbus A300-ST (Beluga)
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
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]