Iran Air Retires Last A300B4, Ending Global Passenger Operations

Final retirement of 41-year-old aircraft marks end of passenger service for Airbus’ pioneering twin-engine widebody worldwide.

Iran Air has retired its last Airbus A300B4, marking the end of passenger operations for the aircraft type worldwide. The carrier’s final A300B4 completed its last commercial flight in June, closing more than four decades of service for a model that helped establish Airbus as a major aircraft manufacturer.

The retirement leaves Iran Air with only later A300-600R variants in its passenger fleet, as the Iranian carrier continued operating the aging aircraft long after other airlines phased out the type due to international sanctions that limited fleet modernization options.

According to industry data, the aircraft registered EP-IBG operated its final passenger service on June 12, flying from Jeddah King Abdulaziz International Airport to Isfahan International Airport. The 41.1-year-old aircraft first entered service in December 1986 and joined Iran Air’s fleet in June 2006 through a lease arrangement with ACT Airlines.

Flight tracking data shows the aircraft completed several additional flights between Tehran International Airport and Al Najaf Airport following its passenger retirement, with the most recent round trip occurring on Aug. 16. Over its operational lifetime, the A300B4 accumulated nearly 72,000 flight hours and logged more than 25,000 cycles.

The aircraft’s history spans multiple operators across several decades. Originally scheduled for delivery to Luxembourg-based Luxair, the handover never materialized. Instead, Finnish carrier KarAir took delivery in December 1986, with the aircraft later transferring to Finnair following that airline’s acquisition of KarAir in 1990.

The A300B4 subsequently served with Channel Islands-based Air Scandic starting in April 1998, operating charter flights for UK tour operators primarily out of Manchester Airport. The aircraft was then leased to British independent airline Caledonian Airways before returning to Air Scandic later that year, followed by another brief Caledonian lease period in 1999.

In 2004, the aircraft entered service with Turkey’s MNG Airlines, followed by a brief lease to Turkish Airlines. After a year without flying, Turkish Airlines operated the aircraft again in early 2006 before it joined Iran Air’s fleet that June.

Airbus first introduced the A300 in the 1970s as the world’s first twin-engine widebody aircraft. The design offered airlines improved economics compared to four-engine long-haul jets through lower operating costs, enhanced range capabilities, and higher passenger capacity.

Industry reports indicate that as of early 2025, approximately 132 A300s remained operational globally, with nearly all serving as freight aircraft rather than passenger carriers. Iran Air had been the sole operator continuing passenger service with A300B4 variants, maintaining the type in service primarily due to sanctions that restricted the airline’s ability to acquire modern replacement aircraft.

Iran Air’s current commercial fleet includes 39 aircraft, featuring aging types such as the A310-300 and A319-100, according to aviation database ch-aviation. The airline now operates four A300-600R aircraft, with two active and two inactive, maintaining an average fleet age of 32.3 years.

Airlines operating under international sanctions commonly maintain aging fleets, as older aircraft can be serviced more readily through spare parts sourced from retired airframes through unofficial channels.

International sanctions imposed by the United States and Western nations continue to restrict Iranian carriers and the country’s aviation sector. Current restrictions prohibit Iran from purchasing aircraft containing US-made components, effectively blocking deliveries of Boeing jets and most Airbus models.

Despite these limitations, Iran has acquired aircraft through indirect methods. In July, five Boeing 777-200ERs were transferred to Iran under circumstances that industry observers described as opaque, with the aircraft believed destined for Mahan Air.

Unless sanctions measures are modified, Iran Air is expected to continue operating its aging aircraft fleet. In previous instances, carriers in sanctioned environments have reactivated stored aircraft when replacement options remained unavailable. While a return to service appears unlikely for the A300B4 type, other aging aircraft could potentially enter Iranian service through indirect channels.