The Antonov An-225 Mriya

Country of origin
Ukraine

Powerplants
6x Progress-D-18T

Performance
Max. speed - 528mph (850km/h), range with max payload - 2425nm (4500km), range with no cargo - 8310nm (15400km).

Weights
Max. take off weight -- 600000kg

Dimensions
Wingspan 290 ft (88.4m), lenght -- 84,00m, height -- 18,10.

Capacity
Maximum load: 551150lbs (250000kg)

Production
Only one was built since 1989, but a second one is now being built

Type
Extra-Large cargo aircraft

History
Antonov An-225 "Mriya" is the world's largest aircraft. When it was built, it surpassed any airliner built before by 50%. It was designed for the transportation of the Russian Space Shuttle "Buran" by the Antonov Design Bureau (HQ in Kiev, Ukraine), which already had built good and large cargo aircraft such as the Antonov An-124 "Ruslan". The basic configuration of the An-225 is the same as the An-124, except the An-225 is longer, has no rear ramp/door assembly, and incorporates a 32-wheel landing gear system (two nose and fourteen main wheel bogies, seven per side, each with two wheels).
An-225 "Mriya" ("Mriya" is Ukrainian word for "dream) is also capable to transport other oversized objects/cargo. It is not a military aircraft, but it could find many military uses, because of the ability to transport cargo that no other aircraft is capable to.
The plane had the first flight in early 1988 and entered service in 1989. It's first flight took 75 minutes. After the cancellation of the Buran space program, the only An-225 built was stored in spring 1994, and it's engines were used for An-124s. In 2001 the aircraft was made airworthy again, and made it's new first flight on May 7. There were rumors that the European Space Agency had plans to launch the unmanned British HoTOL (Horizontal Take-Off and Landing) from the An-225, though these rumors appear to be unfounded. Although, some possibilities for deployment have already been found. Plenty of customers are to be found in the USA. According to Bruce Bird, Director of the Charter Division of Air Foyle, parts of rocket launchers like the Delta and Atlas could be transported in the An-225. Lockheed's planned Venture Star could be transported on its back. Additionally the Mrija could serve as a launch platform for the X-34B. Furthermore big sections of aircraft could be transported in it. The complete assembled fuselage of a Boeing 737 can be fitted in the hold.
A second An-225 was partly built, but became stored before it was finished. Early 2002 Antonov was working again on this second aircraft to bring it to flying status. It is possible that more aircraft of the type will be built, depending on market demand.

The Airbus A300-600ST Super Transporter

Country of origin
European consortium

Powerplants
Two 262.4kN (59,000lb) class General Electric CF6-80C2A8 turbofans.

Performance
Max cruising speed 780km/h (421kt). Range with a 40 tonne payload 2400km (1295nm), range with a 30 tonne (66,150lb) payload 4000km (2160nm).

Weights
Max payload 47 tonnes (103,615lb), max takeoff 155,000kg (341,700lb).

Dimensions
Wing span 44.84m (147ft 0in), length 56.16m (184ft 3in), height 17.23m (56ft 6in). Wing area 260m2 (2798.7sq ft). Internal useable length 37.70m (123ft 8in), diameter 7.40m (24ft 3in).

Capacity
The A300-600ST's max payload of 47 tonnes (103,615lb) is unlikely to be fully utilised, as the emphasis of the design is on volume rather than payload. The internal main cabin volume is 1400m3 (49,442cu ft), and can carry a range of oversize components, such as a fully equipped A330 or A340 wing shipset, or two A320/321 wing shipsets, or two A310 fuselage sections (front & rear).

Production
Airbus has taken delivery of its four A300-600STs originally on order and has converted an option on a fifth to a firm order.

Type
Oversize cargo freighter

Schematics

History
The A300-600ST Super Transporter was designed to replace Airbus Industrie's Super Guppy transports, used by the consortium to ferry oversize components such as wings and fuselage sections between Airbus' partners' plants throughout western Europe.
Development of the A300-600ST, nicknamed Beluga and also Super Flipper, began in August 1991. The A300-600ST's tight development program - for what in many ways is effectively a new aircraft - saw the transport rolled out in June 1994, with first flight on September 13 that year. The A300-600ST then entered a 400 hour flight test program which culminated in mid 1995, with certification awarded that September and with delivery and entry into service with Airbus in January 1996. All of the first four on order had been delivered by mid 1998 (allowing the Super Guppy's retirement in October 1997). The fifth Super Transporter is scheduled to be delivered in 2001.
The A300-600ST is based on the A300-600 airliner, with which it shares the wing, lower fuselage, main undercarriage and cockpit. The main differences are obvious - a bulged main deck, new forward lower fuselage, new enlarged tail with winglets and an upwards hinging main cargo door. A design study of a similarly configured A340, the A340ST Mega Transporter, to carry A3XX components is underway.
Program management of the A300-600ST is the responsibility of the Special Aircraft Transport Company, or SATIC, an economic interest grouping formed on a 50/50 basis by Aerospatiale and DASA operating on behalf of Airbus Industrie. While much of the work on the aircraft is performed by the Airbus partners, other European companies are also involved in the program.

The Airbus A300-600

Country of origin :France, Germany, Spain and UK

Powerplants

Two 262.4kN (59,000lb) General Electric CF6-80C2A1s, or two 273.6kN (61,500lb) CF6-80C2A5s, or two 249kN (56,000lb) Pratt & Whitney PW-4156s or two 258kN (58,000lb) PW-4158 turbofans.

Performance
A300-600R - Max cruising speed 897km/h (484kt), long range cruising speed 875km/h (472kt). Range at typical airline operating weight with 267 passengers with 370km (200nm) reserves and standard fuel 7505km (4050nm) with CF6s, or 7540km (4070nm) with PW-4000s.A300-600 - Range at same parameters 6670km (3600nm).A300-600F - Range with max payload, and reserves 4908km (2650nm).

Weights
A300-600 - Operating empty with CF6s 90,115kg (198,665lb), with PW-4000s 90,065kg (198,565lb). Max takeoff 165,900kg (365,745lb). A300-600R - Operating empty 91,040kg (200,700lb) with CF6s, or 90,965kg (200,550lb) with PW4000s, max takeoff 170,500kg (375,855lb), or optionally 171,700kg (378,535lb). A300-600F - (CF6 powered) Operating empty 78,335kg (172,700lb), max takeoff 170,500kg (375,900lb).

Dimensions
Wing span 44.84m (147ft 1in), length 54.08m (177ft 5in), height 16.62m (54ft 6.5in). Wing area 260.0m2 (2798.7sq ft).

Capacity
Flightcrew of two. Typical two class arrangement for 26 premium class passengers at six abreast and 240 economy class passengers at eight abreast. The A300-600 and 600R can carry 22 LD3 containers in forward and aft belly cargo holds. A300-600F total payload 55,017kg (121,290lb).

Production
A total of 271 A300-600s of all variants had been ordered by late 2000, of which 242 had been delivered.

Type
Medium range widebody airliner

Schematics

History
The A300-600 development of the earlier A300B4 incorporated a number of significant improvements and refinements, foremost being a two crew flightdeck and increased range.
Apart from the two crew EFIS cockpit, with digital avionics based on that developed for the A310, changes included the A310's tail empennage which increased freight and passenger payloads, small winglets (an option from 1989, standard from 1991), simplified systems, greater use of composites, Fowler flaps and increased camber on the wings, new brakes and APU, and improved payload/range through an extensive drag reducing airframe clean up and new engines. First flight for the A300-600 was on July 8 1983, the first airline delivery was in March 1984.
The A300-600 was further developed into the longer range A300-600R, its extended range courtesy of a fuel trim tank in the tailplane and higher maximum takeoff weights. First flight was on December 9 1987, first delivery was April 20 1988 (to American Airlines).
Convertible freight/passenger versions of all variants of the A300 have been offered, as has the all freight A300F4-600. The first new build pure freighter A300, one of 36 ordered for Federal Express, flew in December 1993. UPS is another major A300-600F customer, following its September 1998 order for 30. Airbus also offers conversion packages of existing passenger A300s into freighters with a left side forward freight door and strengthened floor.