Editing Airbus A310 (section)

=== Other incidents ===
* On 11 February 1991, an [[Interflug]] flight from Berlin to Moscow was involved in a [[go-around]] incident at [[Sheremetyevo International Airport]]. The captain of the A310 (registered D-AOAC) disagreed with the flight computer settings for the go-around, and the resulting opposite control inputs from the flight computer caused a total of four [[Stall (flight)|stalls]], including one that pitched the aircraft up to 88 degrees (nearly vertical). The pilots eventually recovered control and landed the aircraft.<ref>{{ASN accident|id=147079|title=D-AOAC}}</ref>
*On 24 September 1994, [[TAROM]] Flight 381, an Airbus A310 registered YR-LCA flying from Bucharest to [[Orly Airport|Paris Orly]], went into a sudden and uncommanded nose-up position and stalled. The crew attempted to countermand the aircraft's flight control system but were unable to get the nose down while remaining on course. Witnesses saw the aircraft climb with an extreme nose-up attitude, then bank sharply left, then right, then fall into a steep dive. Only when the dive produced additional speed was the crew able to recover steady flight. An investigation found that an overshoot of flap placard speed during the approach, incorrectly commanded by the captain, caused a mode transition to flight level change. The auto-throttles increased power and trim went full nose-up as a result. The crew's attempt at commanding the nose-down elevator could not counteract the effect of stabilizer nose-up trim, and the resulting dive brought the aircraft from a height of {{convert|4,100|ft|m}} at the time of the stall to {{convert|800|ft|m}} when the crew was able to recover command. The aircraft landed safely after a second approach. There were 186 people on board.<ref>{{Cite web |title=INCIDENT TAROM |url=http://ufcna.com/DOS2tarom24101994.html |archive-url=https://web.archive.org/web/20110717141027/http://ufcna.com/DOS2tarom24101994.html |archive-date=17 July 2011 |access-date=5 July 2010 |publisher=UFCNA.com}}</ref>
*12 July 2000: [[Hapag-Lloyd Flight 3378]], an A310-304, crashed during an [[emergency landing]] near [[Vienna]] in [[Austria]] due to [[fuel starvation|fuel exhaustion]]. All 143 passengers and 8 crew on board survived.
* On 6 March 2005, [[Air Transat Flight 961]], an Airbus A310-308, en route from Cuba to Quebec City with nine crew and 261 passengers on board, experienced a structural failure in which the rudder detached in flight. The A310 experienced a sudden jolt, This is similar to Northwest Flight 85 due to a panel breaking off, Flight 85 landed in Anchorage International, Alaska. But in this situation, The aircraft returned to Varadero, Cuba, where they made a safe landing. The crew made no unusual rudder inputs during the flight nor was the rudder being manipulated when it failed; there was no obvious fault in the rudder or yaw-damper system. Subsequent investigation determined that Airbus' inspection procedure for the composite rudder was inadequate; inspection procedures for composite structures on airliners were changed following this accident.
*23 February 2006: [[Mahan Air|A Mahan Air Airbus A310]] operating a flight from Tehran, Iran, was involved in a serious incident while on approach to Birmingham International Airport. The aircraft descended to the published minimum descent altitude of {{convert|740|ft|m}} despite still being {{convert|11|nmi}} from the runway threshold. At a point 6&nbsp;nm from the runway the aircraft had descended to an altitude of {{convert|660|ft|m}}, which was {{convert|164|ft|m}} above ground level. Having noticed the descent profile, Birmingham air traffic control issued an immediate climb instruction to the aircraft, however, the crew had already commenced a missed approach, having received a GPWS alert. The aircraft was radar vectored for a second approach during which the flight crew again initiated an early descent. On this occasion, the radar controller instructed the crew to maintain their altitude and the crew completed the approach to a safe landing. The accident investigation determined that the primary cause was the use of the incorrect DME for the approach, combined with a substantial breakdown in the Crew Resource Management. Three safety recommendations were made.<ref>{{cite web | url= http://www.aaib.dft.gov.uk/sites/aaib/publications/formal_reports/7_2007_f_ojhi.cfm | title= Report on the serious incident to Airbus A310-304, registration F-OJHI, on approach to Birmingham International Airport on 23 February 2006 | work= UK AAIB | access-date= 28 December 2007 | archive-url= https://web.archive.org/web/20120426175207/http://www.aaib.gov.uk/sites/aaib/publications/formal_reports/7_2007_f_ojhi.cfm | archive-date= 26 April 2012 | df= dmy-all }}</ref>
*12 March 2007: [[Biman Bangladesh Airlines]] Flight 006, an A310-325 carrying 250 passengers and crew, suffered a collapsed nose gear during its takeoff run. There were no fatalities in the accident at [[Dubai International Airport]]. The aircraft came to rest at the end of the runway and was evacuated, but blocked the only active runway and forced the airport to close for nearly eight hours. The aircraft was written off.<ref>[http://aviation-safety.net/database/record.php?id=20070312-0 "ASN Aircraft accident Airbus A.310–325 S2-ADE Dubai Airport (DXB)."] ''Aviation Safety Network.'' Retrieved: 6 November 2011.</ref>
*24 December 2015: A [[Mahan Air]] Airbus A310-300 operating a flight from Tehran (Iran) to Istanbul (Turkey) failed to stop at its stand at Istanbul's Ataturk Airport, instead colliding with a concrete barrier and bus. The aircraft, registration EP-MNP, sustained substantial damage but was repaired and returned to service a year later. Another A310 crashed the same day and year.<ref>[https://avherald.com/h?article=4914a087 "Accident: Mahan A313 at Istanbul on Dec 24th 2015, failed to stop at stand"] ''Aviation Herald.'' Retrieved: 1 September 2022.</ref>
*19 July 2023:  a CC150 Polaris and crew were tasked to repatriate personnel and equipment from Exercise Mobility Guardian 23, a multinational Air Mobility exercise led by the United States at Anderson Air Force Base in Guam. The aircraft, operating under callsign Can Force 3149 (CFC3149), arrived in Guam at approximately 2145 Local Time on 21 Jul 23 and was directed to parking by United States Air Force personnel. After shutting down, the crew carried out post flight checks as well as loading the aircraft with baggage and equipment for the return flight the following day. After completing their duties, the crew departed for the hotel at approximately 2300 Local Time. At approximately 1030 Local Time on 22 Jul 23, the unattended aircraft rolled backwards, followed a curved trajectory, and impacted a French Air and Space Force Airbus A400M parked on an adjacent spot.  The impact resulted in serious damage to both aircraft, but no injuries.  The investigation revealed the aircraft to be serviceable prior to the accident. A lack of installed chocks allowed the aircraft to roll from its position after the parking brake reached its designed holding period of 12 hours. Expectation bias, crew fatigue and checklist design contributed to chocks not being installed as well as the crew not detecting the lack of chocks prior to leaving the aircraft. The investigation recommends changes to checklists, availability of fatigue prediction software for planning, and a review of the Fatigue Assessment Report.<ref>{{Cite web |date=2023-09-07 |title=CC150 Polaris (150003) – Epilogue |url=https://www.canada.ca/en/air-force/corporate/reports-publications/flight-safety-investigation-reports/cc150-polaris-150003-epilogue.html |access-date=2024-12-20 |website=www.canada.ca}}</ref>