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Antonov AN225-100. This version of the world's largest aircraft includes over two years worth of modifications and testing in comparison with the "real bird" data, and is the most realistic version offered for any flight simulation other than the real simulators for this aircraft, which do not exist. Everything has been tested and re-worked including all of the weight and ballance, engine characteristics, distance range, and many other detailed specifications. It includes high altitude realistic six engine contrails as well as cargo door opening and closing aspects detailed in the animations text file. It also includes a detailed kneeboard checklist and reference data as well as the realistic ATC callsign (ADB116F). Model and textures by Tom Ruth and Alex Kvitta. Sound by Mike Hambly and Riuji Ozawa. Flight dynamics and data corrections by Douglas E. Trapp.
Antonov AN225-100 Specifications
Engines: 6-Lotarev D-18T turbofans, 51,590 lbf each
Length: 275.6 ft
Height: 59.3 ft
Wingspan: 290 ft 2 in
Wing Area: 9,743.7 ft²
Empty Weight: 385,805 lb/175,000 kg
MTOW: 1,322,760 lb/600,000 kg
Fuel Capacity: 98,712.0 US gal (661,370 lbs/300,000 kg)
Payload (this model): 275,594 lb/125,009 kg (125 tons)
Max Payload: 440,920 lb/200,000 kg (200 tons) Internal
Takeoff Run (max load): 11,483 ft (3,500 m)
Service Ceiling: 42,651 ft/13,000 m
Max Climb Rate: 3,000 f/m @ 350 KIAS/mach .78
Cruise Speed: mach .74-.82 below FL350, mach .82-.90 above FL350
Max mach: .92
Range: 7,400 nm @ FL410E, mach .88, 7,200 nm @ FL420W, mach .88
The An-225 is an extension of Antonov's earlier An-124. To meet the needs of its new role, fuselage barrel extensions were added fore and aft of the wings, which received root extensions. Two more Ivchenko Progress D-18T turbofan engines were added to the new wing roots, bringing the total to six, and an increased-capacity landing gear system with 32 wheels was designed. The An-124’s rear cargo door and ramp were removed to save weight, and the empennage was changed from a single vertical stabilizer to a twin tail with an oversized horizontal stabilizer. The twin tail was essential in order to enable the plane to carry very large and heavy external loads, which would otherwise disturb the aerodynamics of a conventional tail. Unlike the An-124, the An-225 was not intended for tactical airlifting and is not designed for short-field operation.
With a maximum gross weight of 600 tonnes (1,322,760 lb), the An-225 remains as the world's heaviest and largest aircraft, being even bigger than the current double-decker Airbus A380 even though Airbus plans to pass their current maximum landing wieght with 591.7 tons (1,304,461.82 lb). The Hughes H-4 Hercules, known to most as the "Spruce Goose", had a greater wingspan and a greater overall height, but was considerably shorter, and due to the materials used in its construction, also lighter. In addition, the H-4 only flew once and never climbed above 21.3 m (70 ft), making the An-225 the largest aircraft in the world to take off multiple times. The An-225 is not only larger than the Airbus A380 airliner, it is also considerably bigger than the Antonov An-124, Boeing 747 Large Cargo Freighter, and Lockheed C-5 Galaxy, the nearest equivalent heavy airlifters.
In September 2001, carrying a record load of 253.82 tons (559,571.572 lb) of cargo, the An-225 flew at an altitude of two kilometers (6,500 feet) over a closed circuit of 1,000 km (620 mi) at a speed of 763.2 kilometres per hour (474.2 mph).
In November 2004, FAI placed the An-225 in the Guinness Book of Records for its 240 records.
There is only one operational version of this aircraft in existance today, although one is still in mothballs awaiting funding and justifyable use of which most likely will be fitted with stronger engines (Rolls Royce RB211-524H-T, 60,600 lbf each) and will be likely dubbed the AN225-210.
Douglas E. Trapp
FS Flight Dynamics Engineer
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