1. Development
     Russian replacement design  

2. Design

3. Operational history
    Significant activities 

4. Variants

5. Operators
    Military  Former military operators  Civil  Former civil operators 

6. Notable accidents

7. Specifications (An-124-100M-150)

8. Notable appearances in media

9. See also

10. References

11. Further reading

12. External links

The Antonov An-124 Ruslan ({{lang-ua|Антонов Ан-124 "Руслан"}}) (NATO reporting name: Condor) is a strategic airlift quadjet. It was designed in the 1980s by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union (USSR). Until the Boeing 747-8F, the An-124 was, for thirty years, the world's heaviest gross weight production cargo airplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124).{{#tag:ref|Though the as planned An-124-100M-150 enlarged version has a 7% higher payload than the operational Boeing 747-8F. The 747-8F has over two times the range (5,050 mi or 8,130 km) with a payload of 295,800 lb (134,000 kg) than the An-124-100M-150 with the same payload. The An-124-100M-150 is to carry less than half the payload at the same range.^[4]}} The An-124 remains the largest military transport aircraft in current service.^[4] The lead designer of the An-124 (and the An-225) was Viktor Tolmachev.^[5]

During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992.^[6] In July 2013, 26 An-124s were in commercial service with 10 on order.^[8] In August 2014, it was reported that plans to resume joint production of the Antonov An-124 had been shelved due to the ongoing political tensions between Russia and Ukraine.^[9] The sole remaining production facility is Russia's Aviastar-SP in Ulianovsk. The various operators of the An-124 are in discussions with respect to the continuing airworthiness certification of the individual An-124 planes. The original designer of the An-124 is responsible for managing the certification process for its own products, but Russian/Ukrainian conflicts are making this process difficult to manage. Military operators are able to self-certify the airworthiness of their own aircraft, but Russian civil operators must find a credible outside authority for certification if Ukraine is unable to participate in the process.^[7]

Development

During the 1970s, the Military Transport Aviation (Komandovaniye voyenno-transportnoy aviatsii or VTA) arm of the Soviet Air Forces had a shortfall in strategic heavy airlift capacity. Its largest planes consisted of about 50 Antonov An-22 turboprops, which were used heavily for tactical roles. A declassified 1975 CIA analysis concluded that the USSR did "...not match the US in ability to provide long-range heavy lift support."^[8]

The An-124 was manufactured in parallel by two plants: the Russian company Aviastar-SP (ex. Ulyanovsk Aviation Industrial Complex) and by the Kyiv Aviation Plant AVIANT, in Ukraine. Design work started in 1971 and construction of facilities began in 1973. Manufacturing on the first airframe began in 1979.^[9] Ultimately this project brought together over 100 factories contracted to produce systems and parts.

The first flight took place in December 1982 and the first exposure to the West followed in 1985 at the Paris Air Show.^[10]

In the early 2000s, Volga-Dnepr upgraded its freighters with engine improvements to meet Chapter 4 noise regulations, structural improvements to increase service life, and avionics and systems changes for four persons operations down from six or seven.^[14]

Russia and Ukraine agreed to resume the production in the third quarter of 2008.^[11] In May 2008, a new variant—the An-124-150—was announced; it featured several improvements, including a maximum lift capacity of 150 tonnes.^[12] However, in May 2009, Antonov's partner, the Russian United Aircraft Corporation announced it did not plan production of An-124s in the period 2009–2012.^[13] In late 2009, Russian President Dmitry Medvedev ordered production of the aircraft resumed. It is expected that Russia will purchase 20 new aircraft.^[14][15] In August 2014, Jane's reported that, Russian Deputy Minister of Industry and Trade Yuri Slusar announced that Antonov An-124 production was stopped due to ongoing political tensions between Russia and Ukraine.^[16]

As of late 2017, An-124s are being upgraded by the Aviastar-SP plant in Ulyanovsk, Russia, with three upgraded planes due to be ready by 2018.^[17] After Russia–Ukraine relations soured, Antonov had to source new suppliers and pushes to westernize the An-124. In 2018, GE Aviation was studying reengining it with CF6s for CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.^[18]

In January 2019, Antonov revealed its plans to restart the An-124 production without support from Russia.^[19]

Russian replacement design

At MAKS Air Show in 2017, the TsAGI announced its Slon (elephant) design to replace the similar An-124.

The design was detailed in January 2019 before Wind tunnel testing scheduled for August-September.

It should be produced at the Aviastar-SP factory in Ulyanovsk but would be a difficult investment without substantial foreign orders.

It should transport {{cvt|150|t|lb}} over {{cvt|3,800|nmi|km}} (up from {{cvt|1,675|nmi|km||disp=comma}}), or {{cvt|180|t|lb}} over {{cvt|2,650|nmi|km}} at {{cvt|460|kn|km/h}}.

The Russian MoD wants a range of {{cvt|4,100|nmi|km}} with five Sprut-SDM-1 light tanks, their 100 crew and 300 armed soldiers.^[26]

It would be larger at 82.3 m (270 ft) long from {{cvt|227|ft|order=flip}}, with a {{cvt|286-290|ft|order=flip}} span versus {{cvt|240.5|ft|order=flip}} and {{cvt|78.7|ft|order=flip}} high compared with {{cvt|68.9|ft|order=flip}}.

A new higher aspect ratio, composite wing and a {{cvt|214-222|t|lb}} airframe would allow a {{cvt|490-500|t|lb}} gross weight.

It should be powered by Russian PD-35s developed for the CR929 widebody, producing {{cvt|35|tf|lbf}} up from {{cvt|23|tf|lbf}}.

Two fuselages are planned, one for Volga-Dnepr with a width of {{cvt|17.4|ft|m|order=flip}} from the An-124's {{cvt|14.4|ft|m|order=flip}}, and one for the Russian MoD of {{cvt|21|ft|m|order=flip}} wide to carry vehicles in two lines.^[20]

Design

Externally, the An-124 is similar to the American Lockheed C-5 Galaxy, having a double fuselage to allow for a rear cargo door (on the lower fuselage) that can open in flight without affecting structural integrity.^[21] It is slightly shorter, with a slightly greater wingspan, and a 25% larger payload. Instead of the Galaxy's T-tail, the An-124 uses a conventional empennage, similar in design to that of the Boeing 747.

The aircraft uses oleo strut suspension for its 24 wheels. The suspension has been calibrated to allow landing on rough terrain and is able to kneel to allow easier front loading.^[21] The plane has an onboard overhead crane capable of lifting up to 30 tonnes of cargo, and items up to 120 tonnes can be winched on board.^[22]

Up to {{convert|150|t}} of cargo can be carried in a military An-124; it can also carry 88 passengers in an upper deck behind the wing centre section. The cargo compartment of An-124 is {{convert|36|*|6.4|*|4.4|m|abbr=on}}, ca. 20% larger than the main cargo compartment of C-5 Galaxy, which is {{convert|36.91|*|5.79|*|4.09|m|abbr=on}}. Due to limited pressurisation in the main cargo compartment (24.6 kPa, 3.57 psi),^[23] it seldom carries paratroopers.^[24]

Main engine is the Lotarev D-18 (238–250 kN). Russia is developing the Kuznetsov NK32 derived PD-30 (300-328 kN), and the Aviadvigatel PMZ PD14 derived PD-35 (within 350 kN); along with PD24 PD28 scaled PD14 PD18 cores.{{cn|date=December 2017}}

Pilots have stated that the An-124 is light on the controls and easy to handle for an aircraft of its size.^[25]

Some airports require pavement protection from the heat and blast effects of the An-124's auxiliary power unit.^[26]

Operational history

Germany led the recent effort to lease An-124s for NATO strategic airlift requirements. Two aircraft are leased from SALIS GmbH as a stopgap until the Airbus A400M is available.^[27] Under NATO SALIS programme NAMSA is chartering six An-124-100 transport aircraft. According to the contract An-124-100s of Antonov Airlines and Volga-Dnepr are used within the limits of NATO SALIS programme to transport cargo by requests of 18 countries: Belgium, Hungary, Greece, Denmark, Canada, Luxembourg, Netherlands, Norway, United Kingdom, Poland, Portugal, Slovakia, Slovenia, Finland, France, Germany, Czech Republic and Sweden. Two An-124-100s are constantly based on full-time charter in the Leipzig/Halle airport, but the contract specifies that if necessary, two more aircraft will be provided at six days' notice and another two at nine days' notice.^[28] The aircraft proved extremely useful for NATO especially with ongoing operations in Iraq and Afghanistan.^[29]

Airbus Transport International, a subsidiary of Airbus, has selected another Russian cargo company, Polet Airlines as "designated carrier" to the company. Polet expects its three An-124-100s will transport astronautic equipment manufactured by EADS, which is Airbus' parent company, and components of the Airbus A380 superjumbo.^[34]

Significant activities

• On May 1987, an An-124 set a world record, covering the distance of {{convert|20151|km|nmi|0|abbr=on}} without refuelling.^[36] The flight took 25 hours and 30 minutes; the takeoff weight was 455,000 kg.{{Citation needed|date=November 2013}}
• In July 1985, an An-124 carried 171,219 kg (377,473 lb) of cargo to an altitude of {{convert|2000|m|ft|abbr=on}} and 170,000 kg to an altitude of 10,750 m (35,270 ft).^[37]
• An An-124 was used to transport the Obelisk of Axum back to its native homeland of Ethiopia from Rome in April 2005.^[38]
• An An-124 was used to transport an EP-3E Aries II electronic intelligence aircraft from Hainan Island, China on 4 July 2001 following the Hainan Island incident.
• In July 2010, an An-124 was used to transport four 35-foot and three 21-foot skimmer boats from France to the US to assist with the clean-up of the Deepwater Horizon oil spill^[39]
• An An-124 was used in April 2011 to airlift a large Putzmeister concrete pump from Germany to Japan to help cool reactors damaged in the Fukushima nuclear accident.^[40] The An-225 was used to transport an even larger Putzmeister concrete pump to Japan from the United States.^[41]
• An An-124 was used in May 2018 to transport an 87,000 lb die tools from Eaton Rapids, Michigan to Nottingham, England in order to restart Ford F-150 production due to a fire in the Eaton Rapids Magnesium Casting Facility.^[42]

Variants

An-124 Ruslan

Strategic heavy airlift transport aircraft

An-124-100

Commercial transport aircraft

An-124-100M-150

Commercial transport version fitted with Western avionics

An-124-102

Commercial transport version with an EFIS flight deck

An-124-115M

Planned new variant with EFIS based on Rockwell Collins avionic parts

An-124-130

Proposed version

An-124-135

Variant with one seat in the rear and the rest of the cargo area (approx. 1,800 square feet) dedicated to freight

An-124-150

New variant with increased payload (150 tonnes)

An-124-200

Proposed version with General Electric CF6-80C2 engines, each rated at 59,200 lbf (263 kN)

An-124-210

Joint proposal with Air Foyle to meet UK's Short Term Strategic Airlifter (STSA) requirement, with Rolls-Royce RB211-524H-T engines, each rated 60,600 lbf (264 kN) and Honeywell avionics—STSA competition abandoned in August 1999, reinstated, and won by the Boeing C-17A.

An-124-300

Variant ordered by the Russian Air Force with new avionics, a new improved braking system and a payload of 150 tonnes.^[43]

Operators

Military

{{RUS}}

• Russian Aerospace Forces
  • Russian Air Force – 12 in service with 14 more in storage.^[44] In 2008, a contract was signed with the JSC "Aviastar-SP" for modernization of 10 aircraft by 2015.^[45] As of December 2017, the Russian Air Force received at least 8 modernized aircraft.^[46][47][48]
  • 12th Military Transport Aviation Division – Migalovo (air base), Tver Oblast
  • 224th Air Detachment of Military Transport Aviation
  • 566th Military Transport Air Regiment – Seshcha air base, Bryansk Oblast^[49]
  • 18th Military Transport Aviation Division – Ulyanovsk Vostochny Airport, Ulyanovsk Oblast^[50]
  • 235th Military Transport Aviation Regiment^[51]

Former military operators

{{USSR}}

• Soviet Air Force – aircraft were transferred to Russian and Ukrainian Air Forces after the dissolution of the Soviet Union.

Civil

In July 2013, 26 An-124s were in commercial service.^[52]

{{flag|Libya|2011}}

• Libyan Arab Air Cargo (2,^[52] grounded since Libyan Civil War).^[53]

{{RUS}}

• Volga-Dnepr (12, with 3 on order)^[52][54]

{{UKR}}

• Antonov Airlines (7)^[52]

{{UAE}}

• Maximus Air Cargo (1)^[52]

Former civil operators

{{RUS}}

• Aeroflot Russian International Airlines – retired from fleet in 2000
• Ayaks Cargo (Ayaks Polet Airlines)
• Polet Airlines – ceased operations 2014
• Rossiya Airlines – retired from fleet
• Transaero Airlines – retired from fleet

{{USSR}}

• Aeroflot Soviet Airlines – transferred to the Russian Aeroflot fleet

{{UK}}

• Air Foyle (in partnership with Antonov Design Bureau) – joint venture dissolved 2006
• HeavyLift Cargo Airlines (in partnership with Volga-Dnepr Airlines) – ceased operations 2006
• Antonov AirTrack – ceased operations
• Titan Cargo – company ceased operations 2002
• TransCharter Titan Cargo – ceased operations 2003

Notable accidents

• On 13 October 1992, SSSR-82002, operated by Antonov Airlines crashed near Kiev, Ukraine during flight testing, suffering nose cargo door failure during high-speed descent (part of test program) resulting in total loss of control. The airplane came down in a forest near Kiev, killing eight of the nine crew onboard.^[56]
• On 15 November 1993, RA-82071, operated by Aviastar Airlines crashed into a mountain at {{convert|11000|ft|m}} while in a holding pattern at Kerman, Iran. 17 fatalities.^[57]
• On 8 October 1996, RA-82069, owned by Aeroflot but operated by Ayaks Cargo, crashed at San Francesco al Campo, Italy, while initiating a go-around after a low visibility approach on Turin Caselle airport's runway 36. Four fatalities.^[58]
• On 6 December 1997, RA-82005, operated by the Russian Air Force, crashed in a residential area after take-off in Irkutsk, Russia. All 23 people on board and 49 people on the ground were killed.^[59]

Specifications (An-124-100M-150)

|ref=Antonov^[60]
|crew=4–6 (pilot, copilot, navigator, senior flight engineer (+flight engineer, radio man) + 2 loadmasters)
|capacity=88 passengers or the hold can take an additional 350 on a palletised seating system
|payload main=150,000 kg
|payload alt=330,000 lb
|length main=68.96 m
|length alt=226 ft 3 in
|span main=73.3 m
|span alt=240 ft 5 in
|height main=20.78 m
|height alt=68 ft 2 in
|area main=628 m²
|area alt=6,760 sq ft
|empty weight main=175,000 kg
|empty weight alt=385,000 lb
|loaded weight main=405,000 kg
|loaded weight alt=893,000 lb
|useful load main=230,000 kg
|useful load alt=508,000 lb
|max takeoff weight main=405,000 kg
|max takeoff weight alt=893,000 lb
|max landing weight main=330,000 kg
|max landing weight alt=727,500 lb
|engine (jet)=Progress D-18T
|type of jet=turbofans
|number of jets=4
|thrust main=229.5 kN
|thrust alt=51,600 lbf
|max speed main=865 km/h
|max speed alt={{convert|467|kn|mph|0|abbr=on}}
|cruise speed main=800–850 km/h
|cruise speed alt={{convert|430|kn|mph|-1|abbr=on}}
|range main=5,200 km
|range alt=2,808 nm, 3231 mi
|ceiling main=12,000 m
|ceiling alt=39,370 ft
|loading main=645 kg/m²
|loading alt=74.7 lb/sq ft
|thrust/weight=0.23
|more performance=

• Take-off run distance (maximum take-off weight): {{convert|2520|m|ft|abbr=on}}
• Landing roll distance at maximum landing weight: {{convert|900|m|ft|abbr=on}}

Notable appearances in media

See also

• Antonov An-225

• Airbus Beluga
• Boeing 747-400F
• Boeing 747-8F
• Boeing C-17 Globemaster III
• Lockheed C-5 Galaxy
• Ilyushin Il-106/PAK VTA

References

Further reading

• {{cite book|last=Yeltsov |first=Gennady |title=Antonov AN-124: A Tale of Air Supremacy|publisher=JustplanesUK |year=2011|isbn = 978-0956932808 }}

External links

• {{Official website|http://timetravel.mementoweb.org/memento/2011/http://www.antonov.com/aircraft/transport-aircraft/an-124-100-ruslan}}

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