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mercury outboard 30 40 4 stroke service repair manualThe aircraft first flew in 1982 and achieved certification in 1992. It was in production at two plants in the Soviet Union but with the break-up of that country production ceased. Several uncompleted airframes were eventually finished to satisfy demand from the civil oversized cargo market. The aircraft has found such a niche in this role with no real competitors, that there have been efforts made to re-start production and upgrade the aircraft with Western engines and avionics. To assure proper engineering level during the AN-124 Ruslan aircraft development, a comprehensive goal-oriented program was elaborated and implemented for the first time in the USSR. The program provided for improvement of all components of the airplane efficiency: aerodynamic performance, structural strength and endurance figures, weight perfection, specific performances of the power plant, functional capabilities of the equipment systems, maintenance and repair manhours, etc. Supercritical airfoil was finally selected for the wing: this made it possible to make the wing thick, with large structural depth, yet with low aerodynamic drag. Multi-strut landing gear with a kneeling feature was used for the airplane. Utilization of a double-deck fuselage configuration with separate pressurization of the decks permitted to reduce the fuselage weight and improve service life figures, while assuring higher safety of the flying crew and cargo attendants in the event of emergency landing. The AN-124 Ruslan is the last airplane developed under the guidance of General Designer Oleg K. Antonov. It is the world’s largest production transport airplane. The flight test aerodrome of the ANTONOV Company at Hostomel (30 km from Kyiv) serves as the base aerodrome of the Antonov Airlines transport wing with seven Ruslans being its main asset. Thirty world records have been set on the AN-124, including an absolute payload-to-altitude record when a 171.219-ton payload was lifted to the altitude of 10750 meters.
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Crew: Volodymyr Terskiy (captain), Oleksandr Galunenko (co-pilot), Oleksandr Poddubniy (navigator), Mykhaylo Tupchienko (radio operator), Volodymyr Vorotnikov and Oleksandr Shuleshchenko (flight engineers), Mykhaylo Kharchenko (leading test engineer), Vyacheslav Mikhailov (test engineer). Five world speed records were set in the process. The record was included in the Guinness Book of Records. And that is what the ANTONOV COMPANY offers to the world market. Our company is now one of the few enterprises, running the complete development cycle of advanced aircraft — from preliminary design to construction, testing, certification, production and integrated logistic support. Its largest planes consisted of about 50 Antonov An-22 turboprops, which were used heavily for tactical roles.Ulyanovsk Aviation Industrial Complex) in Ulyanovsk, Russia and by the Kyiv Aviation Plant AVIANT, in Ukraine. Design work started in 1971 and construction of facilities began in 1973. In 2018, GE Aviation was studying reengining it with CF6s for CargoLogicAir, a Volga-Dnepr subsidiary.It is intended to be produced at the Aviastar-SP factory in Ulyanovsk. It should be powered by Russian PD-35s developed for the CR929 widebody, producing 35 tf (77,000 lbf) up from 23 tf (51,000 lbf).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.Antonov Airlines with seven aircraft and Volga-Dnepr Airlines with 12 and Maximus Air Cargo with one.Cargo: composite parts for Airbus A350 XWB Retrieved 21 May 2014. CS1 maint: BOT: original-url status unknown ( link ) CS1 maint: numeric names: authors list ( link ) Archived from the original on 21 May 2011. Retrieved 16 August 2008. Retrieved 9 May 2009. CS1 maint: archived copy as title ( link ) Retrieved 5 February 2019. Retrieved 6 November 2019. Retrieved 6 February 2015. CS1 maint: archived copy as title ( link ) Archived from the original on 27 February 2006. Retrieved 22 February 2006. Retrieved 24 April 2012.Retrieved 7 April 2006. CS1 maint: BOT: original-url status unknown ( link ) Retrieved 2 September 2009. CS1 maint: archived copy as title ( link ) Retrieved 2 April 2011. Retrieved 21 June 2013. Retrieved 13 January 2019. Retrieved 14 January 2019. CS1 maint: archived copy as title ( link ) CS1 maint: archived copy as title ( link ) CS1 maint: archived copy as title ( link ) Retrieved 24 September 2017. Retrieved 16 September 2020. Archived from the original on 4 March 2016. Retrieved 23 June 2016. Archived from the original on 15 October 2010. Retrieved 14 August 2008. Archived from the original on 18 January 2012. Retrieved 14 August 2008. Archived from the original on 7 June 2011. Retrieved 22 April 2008. Archived from the original on 29 November 2016. Retrieved 2 December 2010. Retrieved 13 November 2020. Antonov AN-124: A Tale of Air Supremacy. JustplanesUK. ISBN 978-0-9569328-0-8. By using this site, you agree to the Terms of Use and Privacy Policy. A great advantage of “Aviastar-SP” lies in the fact that it has at its disposal big production areas equipped with on-ground inspection, servicing, calibration and testing equipment, special tools. Only a highly qualified personnel with respective work permits and able to ensure a high quality of modifications is permitted to do this work both in factory workshops and in aircraft maintenance depot base. This aircraft belongs to the unique products of the domestic aircraft building. Initially it had been developed as a military transporter and it is still in demand for transportation of super heavy and long size bulky cargoes.http://stroyzona.com.ua/companynews/east-german-makarov-manual In 2003 the production of An-124 “Ruslan” stopped, however its deep re-motorization and airworthiness support of its fleet in service of the Defense Ministry as well as its commercial use are still underway. All in all for the whole period of the existence of the Ulyanovsk Aviation Industrial Complex 36 An-124 aircraft have been manufactured. Carrying out the modifications will happen simultaneously with the aircraft upgrading and further on it will be used within the aircraft An-124 various modifications production renewal program. Antonova”, the designer, and the service life extension programs. It is equipped with a high volume of cargo capacity, drive-on loading ramps and a variety of built-in freight handling equipment. The jet was manufactured between 1982 and 2014, and in total 55 were built. There are currently 26 civilian models in operation.The cargo transport behemoth, which has the NATO reporting name “Condor”, was designed in the 1980s in the Ukrainian SSR, part of the Soviet Union (USSR). At the time it was the world's heaviest gross weight production cargo airplane, a position the An-124 kept for decades until the arrival of the Boeing 747-8F in 2010. The An-124 remains the largest military transport aircraft in the world. The An-124 was designed for long-range delivery and air-dropping heavy or bulky cargo, including machines, equipment and troops. The jet was a key player in Cold War aviation; a strategic coup for the Soviets that won international attention and a number of world records. If you continue using our website, we'll assume that you are happy to receive all cookies on this website. The Chinooks were part of the UN mission in Kosovo and Albania. It is manufactured by the Aviant State Aviation Plant, Kiev, and Aviastar, Ulyanovsk, Russia. The aircraft is based on the An-124 Ruslan military transport in service in the Russian Army, which has the Nato reporting name Condor. The An-124-100 received Type Certification in 1992. Volga-Dnepr Airlines of Russia has ten An-124 aircraft. Polet Airlines of Russia operate eight An-124 aircraft. Antonov Airlines did not renew the contract for this partnership in June 2006. The overhauled aircraft will have a maximum take-off weight of 402t, a cargo lift capacity of 150t, a flight range of 5,000km with a 120t payload and a minimum crew of three. The aircraft payload is increased from 120t to 150t, the take-off weight increased from 392t to 402t and the flight range with 120t cargo increased from 4,650km to 5,400km. A digital anti-skid braking system is fitted with monographite wheel brake disks. The aircraft features a new avionics suite supplied by Honeywell of the USA and Aviapribor and Leninets of Russia. Up to 80 An-124-100M upgraded aircraft are to be jointly manufactured by Aviastar and Aviant between 2007 and 2020. Deliveries did not commence as of August 2011 and are expected to begin soon. Supplemental type certification was received for the aircraft in June 2007, allowing operations with 402t maximum take-off weight and 150t maximum payload. Deliveries are expected to conclude by 2027. The lease is for an initial three years, to be renewed yearly until 2012 when the A400M transport enters service. The Leipzig maintenance base was opened in January 2007. The An-124 served several nations in the transportation of economically important cargoes, for example, 90t hydraulic turbines, large size Liebherr auto cranes, American Euclid dump trucks, the fuselage of Tu-204 passenger transporter, a 109t railway locomotive and a sea yacht more than 25m long. The cockpit, the relief crew compartment and the passenger cabin for 88 seats are on the upper deck. The lower deck is the cargo hold. The flight deck has crew stations arranged in pairs for six crew, the pilot and co-pilot, two flight engineers, the navigator and communications officer. The loadmaster’s station is located in the lobby deck. To decrease the trim drag, the aircraft was designed with a low margin of static stability. The aircraft structural members are made of composites that make up 1,500m.The fuselage nose can be hinged upward to open the front cargo hatch and there is a rear cargo hatch in the rear fuselage to speed up the cargo loading and unloading operations. The aircraft is often compared to the US Lockheed Martin C-5 Galaxy. The An-124 has a transportation capability 25 higher than that of the C-5A and 10 higher than the C-5B. If you continue to use this site we will assume that you are happy with it. Continue Learn more. Volga-Dnepr Airlines Air carriage of cargo is similar to a simple shipping of heavy loads but instead of rumbling trucks spoiling the pavement, there are beautiful giants flying across the sky. Heavyweight aircrafts transport multi-ton drilling equipment, aggregates, machinery and equipment for thousands of kilometers. If there is no possibility or time to send the cargo by water or by ground transport, then cargo aircrafts come to help. AN-124 Ruslan is rightly considered to be the leader among the sky trucks. It is the world's largest serial-produced cargo aircraft. Russian Volga-Dnepr Airlines is a major operator of AN-124. This June I have seen the unique transportation. Ruslan delivered a 100-ton hydroturbine wheel for Ust-Srednekanskaya hydro power plant from St. The machine was delivered in two flights. 3. The size of AN-124 is impressive: the length of the aircraft is 69 meters. 4. If we take the Airbus A320 as a basis, AN-124 is two times longer. 5. The aircraft is 21 meters height, as a 7-storey building. 6. The wingspan is 73 meters. It equals, for example, the width of Moscow Red Square. 7. Later, AA-124 became inferior to another Antonov’s brainchild AN-225 Mriya in terms of characteristics combination. Its carrying capacity amounted to 225 tons (compared to the maximum Ruslan’s 150 tons), and the length of the cargo compartment - 43 meters (versus 36.5 meters of AN-124). However, Mriya was created as a special purpose aircraft and released in a single prototype. (See the report about Mriya: ) Two aircraft factories - in Ulyanovsk and Kiev - produced 56 AN-124 aircrafts in total. 8. Dual-tandem gear equipped with a 24 wheels allows operating AN-124 from unpaved runways, as well as changing the angle of fuselage inclination which facilitates cargo loading. 9. The aircraft is equipped with four D-18T engines. At take-off mode, each engine develops a thrust of 23.4 tons (230 kN). It means that the total thrust of all 4 engines is 93.6 tons (920 kN). It can be assumed that every engine at take-off mode develops capacity of about 12 500 horsepower! 10. The maximum speed of the aircraft is 865 km per hour. Operational range is 4500 km, ferry range - 16500 km. 11. The peculiarity of the aircraft design is two cargo hatches in the fuselage nose and tail sections, which facilitate and speed up cargo loading - in particular cargo can be loaded or unloaded simultaneously from the nose and tail of AN-124. 12. Opening of the front cargo hatch is performed in several stages with the remote control. First, the locks of the nose section open. Then the nose section opens and auxiliary legs are lowered. After that the aircraft is “squatting” (front landing gear rolls forward), the front ramp opens and finally, central ladder and hermetic ladder open up. 13. In June, 2016 AN-124-100 Ruslan belonging to Volga-Dnepr Airlines delivered a hydroturbine wheel from St. Petersburg (where it was made at the Power Machines factory) to Magadan for Ust-Srednekanskaya HPP. The wheel was loaded at Pulkovo airport. 14. For transportation of the hydroturbine wheel the equipment was used that distributes the weight over the floor of the cargo compartment. This is how snowshoes are needed to navigate through the snow. It is also important to consolidate the goods in the cargo compartment (to tie up). Wrong solution of these problems can damage the aircraft and even cause a crash. 15. The total cargo weight with packing equipment and accessories amounted to 115 tons. 16. Transportation of the 6 meters in diameter wheel was being prepared within six months. 17. The length of Ruslan’s cargo compartment is 36.5 m, width - 6.4 m, height - 4.4 m. It can accommodate four Mi-8 helicopters, a subway car or even Sukhoi Superjet 100 (certainly, without wings and tail). The Angara-class carrier rocket also would fit in, but only in basic configuration. 18. The aircraft is equipped with loading, unloading and mooring equipment as well as on-board mobile bridge cranes. 19. The system for cargo loading weighing up to 120 tons consists of a ramp, rail system and running elements moving along a rail system. The ramp serves as a continuation of the cargo compartment floor. The rail system sets the direction and distributes the load. 20. Technical team's work. The staff is 8. But due to the fact that there was a unique loading in St. Petersburg, 6 more people were involved. 21. After moving the hydroturbine wheel on the ramp, the cargo was dragged into Ruslan’s cargo compartment by winch, and tied up. 22. Loading took almost 10 hours. 23. Ready for takeoff! 24. AN-124 flight crew's cockpit. 25. The crew of Ruslan consists of 8 people: commander, assistant commander, air navigator, senior flight engineer, flight engineer for aviation equipment, radio operator and two operators of loading and unloading. 26. The control column of the biggest serial-produced aircraft in the world. The aircraft is under power-operated control, i. e. flight control surfaces can be diverged solely by hydraulic steering gears, in case of failure of which the aircraft cannot be controlled manually. Therefore quadruple redundancy is applied. Mechanical part of control system (from control column and pedals to hydraulic steering gears) consists of rigid rods and ropes. 27. Power lever. 28. Ruslan is the first Soviet aircraft, equipped with on-board automated system that checks the operation parameters of all units, as well as ensures if the crew followed “Aircraft Flight Manual.” 29. Automation defines the maximum allowable take-off weight, depending on the airport, and protects the aircraft from exceeding the post-stall conditions. 30. The aircraft has two decks. The lower deck is cargo; the upper deck consists of the cockpit and passenger compartment. Thus it's impossible to pass the cockpit from the passenger compartment because they are divided by the wing and they have separate pressure-sealing. The airplane provides 18 places for rest of the crew members and the members of the engineering team - 6 seats in the front cabin and 12 in the back one. 31. Communication between the passenger cabin and the cockpit. 32. There were two landings while the hydroturbine wheel was transported - in Nizhnevartovsk and Yakutsk. It was necessary for refueling and crew rest. 33. The total route length amounted to 6500 km. 34. The first landing in Nizhnevartovsk. 35. The plane was inspected after every landing. 36. Ruslan has a unique tow bar (pushback tug). It is carried along and taken out of the cargo compartment in each airport to tow the aircraft. 37. 38. Refueling time of such aircraft varies between 30 minutes and 1.5 days, and the number of fuel tankers required ranges from 5 to 40 depending on their capacity. 39. Maximum weight of fueling is limited by a maximum take-off weight of the aircraft and amounts 212.3 tons. Consumption at full load is 12.6 tons per hour. Thus before entering the flight level the fuel consumption is increased to 17 tons per hour. 40. Refuelling Panel During refueling the technician monitors the equitability of the fuel among the aircraft tanks. In the photograph you see the opening (closing) of fuel tank valves. Fuel quantity indicator is at the bottom. 41. The aircraft has a system of refueling through four necks located in the main landing gear pods. It is also possible to refuel through two necks, located on the upper parts of the wings. 42. Landing in Yakutsk. 43. It happens sometimes that the airport doesn't have an appropriate parking for such a large aircraft, and it is put directly to the alternate runway. 44. Commander's welcome. 45. The final route point - Magadan. 46. Unloading happens in the same way as the loading but in reverse. 47. The wheel is rolled to the ramp in front of the aircraft. 48. Then cranes partially dismantled packaging equipment, which was mounted on the wheel. Thereafter, the aircraft was dragged away by a pushback tug, and it flew. The wheel was raised on jacks, and trailer drove under it. For example, this very AN-124 immediately flew to Japan after Magadan. Volga-Dnepr Airlines is the largest operator of Ruslans in Russia. Its fleet comprises 12 An-124-100 aircrafts. Flight geography covers 190 countries and more than 1300 airports. On average, each year the airline performs 1200 flights (about 33000 flights for 25 years), carrying about 60000 tons of cargo per year. 51. Demand for Ruslan's services is stable. For example, transportation for all space launches are planned for two or three years ahead between operators, chartering AN-124. This is the work that no one except Ruslan can perform. 52. Orders for transportation by Ruslan are so unique that sometimes customers at the stage of creating the equipment consult with the airline about the best design and preparation of the equipment so that it can then be transported by AN-124. Once Volga-Dnepr Airlines transported the equipment for the gold mining industry from Ostrava (Czech Republic) to Nairobi (Kenya). The equipment is a huge 50-ton semi-rings. Their dimensions are comparable with the cross section of the Ruslan cargo compartment. The Air Zoo consisted of crocodiles, pygmy hippopotamus, zebra and 4 giraffes. 54. Made in the Soviet years, Ruslan is still conquering the sky. Ulyanovsk aircraft plant “Aviastar-SP” extends their flight worthiness. The capacity of AN-124-100 was increased by 30 tones. You must follow the Privacy Policy and Google Terms of use. Post a new comment Preview comment. Go up a level to see more. If you wish to use it for any other purpose, please visit UsingIt should start shortly.This service is offered by the National Library of Australia Please open your browser preferences and enable JavaScript, or use a browser with JavaScript capabilities. The machinery, at 458 m cu, needed specialist handling loading and transportation. The complexities of the shipment required multiple cranes and an available Antonov-124. CharterSync was able to use its platform on behalf of its client to secure the charter. The dimensions of the cargo provided a challenge, with one piece measuring 7m x 4m x 5m. The cargo left Ostend and touched down safely and on-time for its client, ensuring the machinery was delivered for installation without delays. This was by any set of standards a challenge, let alone for a relatively fledgling company. However, it shows the capability of our system, and that the skillset behind the technology is equal to it.” Ed Gillett, co-founder of CharterSync said. No, it’s a drone! Next article WorldACD: Negative results are getting boring James Graham EDITOR. It was 190' in length, with a wingspan of 211'. About 68 An-22s were built before production ended in 1976, including 37 of the original An-22 design and 28 of the updated An-22A. The airlifter made its maiden flight in 1982 and entered service with the Soviet Air Forces in 1986. The giant Antonov 124-100 Ruslan is a heavy lifter aircraft intended for the transportation of heavy and oversized cargo and various special-purpose vehicles. Other models include the An-124-100M-150 and the An-124-150. It's overall look is similar to the USAF Lockheed C-5 Galaxy but has a 25 greater payload. The front landing gear has two 2-wheel units which are steerable. The main landing gear configuration consists of 10 wheels on each side, for a total of 20. The plane can operate under extreme conditions, and land on rough airfields and hard-packed snow. The following is one list of active An-124 operators (as of 2016): Also shown is the similar designed Lockheed C-5 Galaxy. It rides on 32 wheels, four in the front landing bear, and 28 on the main landing gear. Seating capacity ranges from 68 to 99 passengers. It can be operated in a wide range of the airfield heights and climate conditions, under good and adverse weather conditions, by day and night. It can seat up to 52 passengers. In terms of size and capability, it is similar to the Lockheed C-130 Hercules. Due to the oversized nature, weight and value of the cargo, Sebenza Forwarding and Shipping, the company contracted to deliver this essential equipment for the refinery, felt that it necessary to charter an Antonov An-124 cargo aircraft. The landing rights were secured a few weeks prior to the Antonov’s arrival as the cargo was sourced from Germany. The aircraft took two and a half days to reach Durban’s King Shaka International Airport, leaving Leipzig Airport on the 27th of March 2017, with two rest and refueling stops in Cairo and Mombasa. “The necessary motivation for the need to bring in this type of aircraft was key to having this permit (landing rights) issued, needless to say, Dube TradePort provided sufficient motivation to have this expedited accordingly and receiving a flight of this nature was welcomed by King Shaka International Airport,” continued Mr Justin Naidoo. An Antonov An-124 cargo aircraft has the carrying capacity of 120 to 150 tonnes - the biggest series heavy lifter in the world. It is a military spec aircraft that is built specifically for the transportation of heavy and oversized cargo, which even includes other aircraft and industrial equipment. In 2013 Dube Cargo Terminal saw a smaller load on an Antonov An-124 airlift a 54-tonne acid cooler for a mine in New Caledonia; this second landing of this aircraft certainly positions Dube Cargo Terminal as a world-class facility capable of handling heavy lifts. “Dube Cargo Terminal has invested in a specialised outsized cargo handling facility which is equipped with hoists, mobile cranes and conveyor systems to handle bulky or outsized shipments such as large pipes, outsized machinery, motor vehicles, large animals and 20-foot ocean containers,” said Mr Ricardo Isaac, Manager of Dube Cargo Terminal. “The infrastructure to handle outsized cargo allows us to be flexible in enabling more specialised charter flights as well as growing cargo throughput by facilitating sea to air connections via the increased cargo capacity from the air services that already fly directly to Durban. By doing so, we are confident that we will continue to stimulate more growth in the local market. In the last 12 months we have seen a steady growth in excess of 20 in cargo throughput.” Mr Aubrey Veeran, Director of Sebenza Forwarding and Shipping added, “We have chartered smaller aircrafts in the past but nothing like the Antonov An-124. This is a milestone and we are very excited to be a part of this project. We believe there is certainly lots of potential to have charter flights come in (to King Shaka International Airport). We have an airport that is able to handle major aircraft and the fact that we have received an Antonov An-124 is really major. Durban has more than enough potential and capacity to see and successfully handle many more freighter charters in the years to come. SFS is 55 owned by the Makana Investment Company and 45 owned by Bidvest. Makana is the investment company of Makana Trust, a trust that was formed by the late former President, Nelson Mandela, to look after the families of over 50 000 former political prisoners. Bidvest is one of South Africa's big diversified groups, listed on the JSE. Sebenza employs 90 people in the 3 major cities of South Africa, namely Johannesburg, Durban and Cape Town and has global networks in over 250 countries in the world. Sebenza is a member of International Air Transport Association (IATA) and International Federation of Freight Forwarders Associations (FIATA). Sebenza offers a range of logistics solutions including international forwarding; customs clearing; warehousing; transportation; insurance and credit facilities. As Sebenza we pride ourselves for being client-centric, which means we adapt the way we work in order to fit into the client needs. We keep our clients informed about the status of their goods at all stages in order to give our customers a peace of mind. Find out what you have been missing. AN-124 (click to view full) On March 23, 2006, NATO put a multinational airlift contract into effect. As things stand now, 6 giant Antonov An-124-100 strategic air lifters will be available to NATO members Belgium ( just added ), Canada, the Czech Republic, Denmark, Germany, Great Britain, France, Hungary, Luxembourg, the Netherlands, Norway, Poland, Portugal, Slovakia, and Slovenia. Non-NATO countries Finland and Sweden are also part of the “ Strategic Airlift Interim Solution ” (SALIS), so named because it is designed as a gap-filler until new A400M tactical airlift planes or other airlift options can be deployed in numbers by around 2025 or so. Details of this arrangement, the Antonov’s exceptional commercial success in contrast to its American counterpart, and some future possibilities are all covered below. The AN-124-100M-150 is an operationally improved version of the AN-124 outsize and heavyweight cargo aircraft, capable of transporting single or multiple pieces of cargo weighing up to 150 tonnes (330,000 pounds) as well as outsize cargo. On the outsize cargo front, the AN-124 is the only aircraft that can carry the Boeing 777’s new GE90 engines. Its cargo capacity is roughly double that of a C-17 Globemaster III’s 77 tonnes (170,000 pounds), all at a significantly lower cost per aircraft. The An-124-100 is actually a fully commercial derivative of the military AN-124, with more than 14 years experience of intensive, global commercial operations. AN-124-100 Ruslan (click to view full) Participating SALIS countries have committed to leasing a minimum number of flight hours per year, which allows the German contractor to base two of the Antonovs at Leipzig-Halle in Germany for instant, first-come-first served availability. The remaining four aircraft will be held in reserve in Ukraine or Russia by SALIS GmbH on the same first-come-first served basis with six days notice. SALIS represents both Ukraine’s Antonov ASTC (Ukraine) and Russia’s Volga-Dnepr Group, and the planes will be manned on an equitable share basis by trained Ukrainian and Russian crews. During the ’90s, the market grew 12 per year on average, compared to 5-6 growth for regular airfreight. This indicates that the AN-124 is likely to occupy a unique and sustainable space in the global cargo market for quite some time to come, with new aircraft rolling off the production line and financing available. Across the Atlantic, the USA is debating upgrades to its decades-old C-5A Galaxies that will give them acceptable mission readiness profiles via new engines and electronics.