Antonov An-124 Ruslan
An-124 Ruslan | |
---|---|
An Antonov An-124 Ruslan preparing to land | |
Role | Heavy transport aircraft |
National origin | Soviet Union |
Manufacturer | Antonov |
Design group | Antonov |
Built by | Antonov Serial Production Plant Aviastar-SP |
First flight | 24 December 1982[1] |
Introduction | 1986 |
Status | In service |
Primary users | Russian Aerospace Forces Volga-Dnepr Airlines Antonov Airlines |
Produced | 1982–2004 |
Number built | 55[2] |
Developed into | Antonov An-225
|
The Antonov An-124 Ruslan (
In 1971, design work commenced on the project, which was initially referred to as Izdeliye 400 (Product #400), at the
By July 2013, 26 An-124s were reportedly in commercial service while a further ten airlifters were on order.[7] During 2008, it was announced that Russia and Ukraine were to jointly resume production of the type. At one point, it looked as if Russia would order 20 new-build airlifters. However, in August 2014, it was reported that the planned resumption of manufacturing had been shelved due to the ongoing political tensions between Russia and Ukraine.[8] The sole remaining production facility is Russia's Aviastar-SP in Ulyanovsk.[citation needed] 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 the Russia-Ukraine conflicts are making this process difficult to manage.[citation needed] In 2019, there were 26 An-124s in commercial service.
Development
Background
During the 1970s, the Military Transport Aviation Command (Komandovaniye voyenno-transportnoy aviatsii or VTA) arm of the Soviet Air Forces had a shortfall in strategic heavy airlift capacity. Its largest aircraft 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."[9] Soviet officials sought not only additional airlifters, a substantial increase in payload capacity was also desirable so that the same task could be completed with fewer trips.[10]
In 1971, design work on the project commenced at the
In 1973, the construction of the necessary facilities to produce the new airlifter began. Two separate final assembly lines plants were established to produce the airlifter: the company
On 24 December 1982, the type performed its maiden flight. Three years later, the An-124 made its first appearance in the Western world when an example was displayed at the 1985 Paris Air Show.[10] Following the fall of the Soviet Union, commercial operations of the An-124 became an increasingly important area of activity; to this end, civil certification was sought for the type by Antonov; this was issued on 30 December 1992.[15]
Post-Soviet developments
Sales of the An-124 to various commercial operators proceeded throughout the 1990s and into the mid 2000s; many of these were former military aircraft that were refurbished by Antonov prior to delivery, or unfinished fuselages that had been preserved, rather than producing new-build aircraft.
During April 2008, it was announced that Russia and Ukraine had agreed to resume the production of the An-124 in the third quarter of 2008.
In late 2017, multiple An-124s were upgraded by the
During January 2019, Antonov revealed its plans to restart production of the An-124 without support from Russia.[23]
Russian replacement design
At
The planned An-124-102 is larger at 82.3 m (270 ft) long from 69 m (227 ft), with an 87–88 m (286–290 ft) span versus 73.3 m (240.5 ft) and 24.0 m (78.7 ft) high compared with 21.0 m (68.9 ft).
On 5 November 2019, the TsAGI released pictures of a 1.63 m (5 ft 4 in) long and 1.75 m (5 ft 9 in) wide model, ahead of
Design
The Antonov An-124 Ruslan is a large,
A single An-124 is capable of carrying up to 150 tonnes (150 long tons; 170 short tons) of cargo internally in a standard military configuration; it can also carry 88 passengers in an upper deck behind the wing centre section. The forward area of this upper deck is where the flight deck and the crew area accommodated; movement between the upper and lower decks is via a pair of foldable internal ladders.[10] The cargo compartment of the An-124 is 36×6.4×4.4 m (118×21×14 ft), ca. 20% larger than the main cargo compartment of the C-5 Galaxy, which is 36.91×5.79×4.09 m (121.1×19.0×13.4 ft). Largely due to the limited pressurisation of its main cargo compartment (24.6 kPa, 3.57 psi),[32][31] the airlifter has seldom been used to deploy paratroopers or to carry passengers, as they would typically require oxygen masks and cold-weather clothing in such conditions.[33] In comparison, the upper deck is fully pressurised.[10] The floor of the cargo deck is entirely composed of titanium, a measure that is usually prohibited by the material cost.[31] It is suitable for carrying almost any heavy vehicle, including multiple main battle tanks.[10]
The An-124 is powered by four
Operational history
During the 2000s, Germany headed an initiative to lease An-124s for
By 2013, the An-124 had reportedly visited 768 airports in over 100 countries.[44]
By late 2020, three civil operators of the An-124 remained.
Significant activities
- In May 1987, an An-124 set a world record, covering the distance of 20,151 km (10,881 nmi) without refuelling.[47] The flight took 25 hours and 30 minutes; the takeoff weight was 455,000 kg.[citation needed]
- In July 1985, an An-124 carried 171,219 kg (377,473 lb) of cargo to an altitude of 2,000 m (6,600 ft) and 170,000 kg to an altitude of 10,750 m (35,270 ft).[48]
- In June 1994, an An-124 flew the first Dublin, Ireland for clearance testing and crew training, before subsequent units were delivered by ship.[49]
- An An-124 was used to transport the Obelisk of Axum back to its native homeland of Ethiopia from Rome in April 2005.[50]
- An An-124 was used to transport an electronic intelligence aircraft from Hainan Island, China on 4 July 2001 following the Hainan Island incident.[citation needed]
- An An-124 was used to transport the first
- 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.[52]
- An An-124 was used in April 2011 to airlift a large An-225 was used to transport an even larger Putzmeister concrete pump to Japan from the US.[54]
- An An-124 was used in May 2018 to transport an 87,000 lb die tool from Eaton Rapids, Michigan, US to Nottingham, England to restart Ford F-150 production after a fire in the Eaton Rapids Magnesium Casting Facility.[55]
- Several An-124s were used by the German Bundeswehr to airlift military equipment from Mazar-i-Sharif to Leipzig during the 2021 German troop withdrawal from Afghanistan. Among the equipment were two NH-90 helicopters.[56][57]
- During the
- On 24 February 2022, an An-124 with registration number UR-82009 was confirmed to be destroyed by Russian artillery during the Battle of Antonov Airport, Kyiv.[60] Five other Ukrainian An-124s were diverted to Leipzig at the conclusion of their commercial flights.[61]
- On 3 March 2023, an An-124 delivered 101 tons of humanitarian aid for
- On 9 June 2023, an An-124 was seized by Canadian government authorities at
Variants
- An-124 Ruslan
- Strategic heavy airlift transport aircraft
- An-124-100
- Commercial transport aircraft
- An-124-100M-150
- Version with a payload increased to 150 tonnes (maximum take-off weight 420 tonnes), with uprated Lotarev D-18T series 4 engines; one An-124-100 converted[65]
- An-124-102 Slon
- Commercial transport version with an EFIS flight deck, developed by TsAGi
- 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-124-200
- Proposed version with General Electric CF6-80C2 engines, each rated at 59,200 lbf (263 kN)
- An-124-210
- Joint proposal with Boeing C-17A.
- An-124-300
- The -300 is planned variant with upgraded engines with higher thrust. Variant was ordered by the Russian Aerospace Forces in 2020.[66]
Operators
Military
- Russian Aerospace Forces – 12 in service, 14 in reserve.[67] In 2008, a contract was signed with Aviastar-SP for modernization of 10 aircraft by 2015.[68] As of December 2019, at least 11 aircraft were modernized. 2 on order.[69][70][71][72][73][74]
- 12th Military Transport Aviation Division
- 566th Military Transport Aviation Regiment – Seshcha air base, Bryansk Oblast[75]
- 18th Military Transport Aviation Division[76]
- 235th Military Transport Aviation Regiment – Ulyanovsk Vostochny Airport, Ulyanovsk Oblast[77]
- 224th Air Detachment of Military Transport Aviation – Migalovo, Tver Oblast
- 12th Military Transport Aviation Division
Former military operators
- Soviet Air Force – aircraft were transferred to Russian and Ukrainian Air Forces after the dissolution of the Soviet Union.
Civil
As of late 2020, 20 An-124s were in commercial service.[12]
- Volga-Dnepr (12, with 3 on order)[7][78]
- Maximus Air Cargo (1)[7]
Former civil operators
- Libyan Arab Air Cargo – had 2 aircraft in service as of 2013;[7] 1 seized by Ukraine in 2017,[80] and 1 destroyed on ground by shelling at Mitiga International Airport in June 2019.[81]
- 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
- Titan Cargo – company ceased operations 2002
- TransCharter Titan Cargo – ceased operations 2003
- Aeroflot Soviet Airlines – transferred to the Russian Aeroflot fleet
- 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
Notable accidents
As of June 2019[update], five accidents with An-124
including:- On 13 October 1992, CCCP-82002, operated by Antonov Airlines crashed near Kyiv, 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 Kyiv, killing eight of the nine crew on board.[83]
- On 15 November 1993, RA-82071, operated by
- On 8 October 1996, RA-82069, owned by Turin Caselle airport's runway 36. There were four fatalities.[85]
- 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.[86]
- On 13 November 2020, the second engine of uncontained engine failure after takeoff from Novosibirsk, Russia. Subsequently, after landing there, the aircraft suffered a runway excursion and the nose landing gear collapsed.[87] On 25 November, the airline voluntarily grounded its entire fleet of An-124 aircraft.[88] By 29 December, the first Volga-Dnepr An-124-100 was back in service.[46]
Specifications (An-124-100M)
Data from Jane's all the World's Aircraft 2006-07,[89] Volga-Dnepr[90]
General characteristics
- Crew: Eight (pilot, copilot, navigator, chief flight engineer, electrical flight engineer, radio operator, two loadmasters)
- Capacity: 88 passengers in upper aft fuselage, or the hold can take an additional 350 pax on a palletised seating system / 150,000 kg (330,693 lb)
- Length: 69.1 m (226 ft 8 in)
- Wingspan: 73.3 m (240 ft 6 in)
- Height: 21.08 m (69 ft 2 in)
- Wing area: 628 m2 (6,760 sq ft)
- Aspect ratio: 8.6
- Airfoil: TsAGI Supercritical[91]
- Empty weight: 181,000 kg (399,037 lb)
- Max takeoff weight: 402,000 kg (886,258 lb) * Maximum landing weight: 330,000 kg (727,525 lb)
- Fuel capacity: 210,172 kg 463,343 lb 262,715.15 L (69,402.00 US gal; 57,789.25 imp gal)
- Powerplant: 4 × Progress D-18T high-bypass turbofan engines, 229 kN (51,000 lbf) thrust each
Performance
- Cruise speed: 865 km/h (537 mph, 467 kn) max
- 800–850 km/h (500–530 mph; 430–460 kn) at FL 328-394 (32,800–39,400 ft (9,997–12,009 m) at regional pressure setting)
- Approach speed: 230–260 km/h (140–160 mph; 120–140 kn)
- Range: 3,700 km (2,300 mi, 2,000 nmi) with max payload
- 8,400 km (5,200 mi; 4,500 nmi) with 80,000 kg (176,370 lb) payload
- 11,500 km (7,100 mi; 6,200 nmi) with 40,000 kg (88,185 lb) payload
- Ferry range: 14,000 km (8,700 mi, 7,600 nmi) with max fuel and minimum payload
- Service ceiling: 12,000 m (39,000 ft) max certified altitude
- Wing loading: 640.1 kg/m2 (131.1 lb/sq ft)
- Thrust/weight: 0.23
- Take-off run (maximum take-off weight): 3,000 m (9,800 ft)
- Landing roll (maximum landing weight): 900 m (3,000 ft)
See also
Related development
- Antonov An-225 Mriya
- Antonov AKS
Aircraft of comparable role, configuration, and era
- Airbus Beluga
- Boeing 747-400F
- Boeing 747-8F
- Boeing C-17 Globemaster III
- Lockheed C-5 Galaxy
- Ilyushin PAK VTA
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{{cite web}}
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Bibliography
- Fricker, John (February 1990). "Heavy Lifters". ISSN 0032-4558.
- Jackson, Paul, ed. (2005). Jane's all the World's Aircraft 2006-07 (97th ed.). London: OCLC 70112997.
Further reading
- Yeltsov, Gennady (2011). Antonov AN-124: A Tale of Air Supremacy. JustplanesUK. ISBN 978-0-9569328-0-8.
External links
External videos | |
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Company documentary video |
Media related to Antonov An-124 at Wikimedia Commons