How does the An-225 compare with the C-5, 747 and A380?

The Antonov An-225 was longer, had a greater wingspan and could lift more payload than the C-5 Galaxy, Boeing 747-8F or Airbus A380. It was a six-engine outsized-cargo specialist; the C-5 is a military airlifter, the 747-8F a commercial freighter, and the A380 primarily a passenger aircraft.

For a fair Aviation & Real-World Flying comparison, we use the C-5M Super Galaxy, 747-8F and A380-800. Figures vary by weight variant and operating approval, so these are rounded published maxima rather than one operator’s dispatch limits.

An-225 vs C-5 vs 747 vs A380 specifications

By length, wingspan, maximum take-off weight and maximum payload, the An-225 leads this four-aircraft group.

Payload is not simply maximum take-off weight minus empty weight. Fuel, crew, reserves, route length and structural limits all reduce what can be carried on a particular flight. The A380 figure also includes passengers, baggage and freight rather than representing an outsized-cargo capability.

The 747-8F is shown because it is the largest and most capable production 747 freighter. Earlier 747 freighters are shorter and have lower weight and payload limits; our closer technical comparison of the An-225 and 747 explains those differences.

Which aircraft is actually the biggest?

Among these aircraft, the An-225 was the longest, had the greatest wingspan, the highest maximum take-off weight and the largest payload rating.

• Longest: An-225 at 84 metres.
• Greatest wingspan: An-225 at 88.4 metres, ahead of the A380 at 79.8 metres.
• Heaviest: An-225 at a 640-tonne maximum take-off weight.
• Highest payload: An-225 at 250 tonnes, nearly twice the ratings of the C-5M and 747-8F.
• Tallest: A380 at approximately 24.1 metres.
• Highest passenger capacity: A380, certified for as many as 853 passengers in a very dense all-economy arrangement.

Calling one aircraft “largest” without naming the measurement causes confusion. The A380 is the largest full-length double-deck passenger aircraft, but it is not longer, heavier or wider in span than the An-225.

How do their cargo capabilities differ?

Their cargo systems were designed around different loads, so maximum payload tells only part of the story.

• An-225: Its cargo hold was roughly 43.3 metres long, 6.4 metres wide and 4.4 metres high. The nose opened upwards and the front landing gear knelt for loading. It could also carry specially engineered external loads, although this was not a routine loading option.
• C-5 Galaxy: The approximately 36.9 × 5.8 × 4.1-metre cargo compartment has front and rear access. Its kneeling gear and drive-through arrangement suit military vehicles, helicopters and support equipment. Unlike the An-225, the C-5 can also use aerial refuelling.
• Boeing 747-8F: The 747 is optimised for commercial pallets and containers. Its opening nose accepts long cargo, while a large side door handles normal main-deck freight. The high cargo floor generally requires airport loading equipment.
• Airbus A380: Production aircraft carry baggage and freight in lower-deck holds beneath the passenger cabins. No production A380 freighter was built, and its two passenger decks are not a substitute for an An-225-style industrial cargo bay.

A mistake we see constantly is comparing cargo volume alone. A shipment can be weight-limited, door-limited, floor-loading-limited, volume-limited or range-limited. Even the An-225’s 250-tonne rating did not mean that any single 250-tonne object could be accepted; concentrated floor loads, tie-down requirements and centre-of-gravity limits still applied.

Could the C-5 or Boeing 747 replace the An-225?

Only loads that fit their lower weight limits, doors, cargo compartments and floors could move from the An-225 to a C-5 or 747.

• For an indivisible load approaching 250 tonnes: neither the C-5M nor 747-8F is a direct replacement. Splitting the shipment between flights works only when the cargo itself can be separated.
• For military vehicles and equipment: the C-5’s drive-through hold and aerial-refuelling capability are major advantages, but it is a military asset rather than a normal commercial charter aircraft.
• For standard commercial freight: the 747-8F is usually the practical choice because it fits established pallet, container and airport-handling systems.
• For passengers: the A380 is in a different category. Its payload is distributed through passengers, baggage and belly freight rather than concentrated outsized machinery.

Which aircraft has the longest range?

There is no honest single range winner unless payload and mission conditions are fixed.

The A380-800 has a published passenger design range of roughly 14,800 kilometres, while the 747-8F can fly approximately 7,600 kilometres with maximum structural payload. The An-225’s quoted range with its full 250-tonne payload was about 4,000 kilometres, but it could fly much farther with a lighter load. C-5M range figures depend heavily on cargo weight, and aerial refuelling changes the comparison completely.

Published range values may use different reserves, payloads and operating assumptions. They should not be read as guaranteed route limits.

Operational status

The sole completed An-225 was destroyed at Hostomel Airport in February 2022. A second airframe was never completed, and no rebuilt An-225 has entered service; our account of the destruction and practical rebuild question covers its uncertain future.

The C-5M continues to serve with the US Air Force, while 747-8F aircraft remain in commercial cargo fleets despite 747 production ending in January 2023. A380 production ended in 2021, but aircraft remain in passenger operation; we explain why some A380s were retired while others kept flying.