Antonov An-225 vs Airbus BelugaXL: what are the differences?
Compare the Antonov An-225 and Airbus BelugaXL by dimensions, payload, cargo volume, range, loading method and real-world role.
The Antonov An-225 and Airbus BelugaXL solve different cargo problems. The An-225 was a six-engine heavy-lift aircraft able to carry about 250 tonnes; the twin-engine BelugaXL carries roughly 51 tonnes but has a much larger, bulbous hold for lightweight Airbus wings and fuselage sections. The An-225 is no longer operational.
In our Aviation & Real-World Flying coverage, “bigger” needs a qualifier. The An-225 dominates in overall dimensions, weight and lifting capacity, while the BelugaXL wins on enclosed cargo volume and maximum internal cross-section.
Antonov An-225 vs BelugaXL specifications
| Specification | Antonov An-225 Mriya | Airbus BelugaXL |
|---|---|---|
| Primary purpose | Strategic heavy lift and outsized commercial cargo; originally built for the Soviet Buran space programme | Transporting large Airbus wings and fuselage sections between production sites |
| Design basis | Enlarged Antonov An-124 | Derived from the Airbus A330-200F |
| Operational status | One completed; destroyed in February 2022 | Six-aircraft Airbus transport fleet; entered service in 2020 |
| Engines | Six Progress D-18T turbofans | Two Rolls-Royce Trent 700 turbofans |
| Length | 84 m | 63.1 m |
| Wingspan | 88.4 m | 60.3 m |
| Height | 18.1 m | 18.9 m |
| Maximum take-off weight | About 640 tonnes | About 227 tonnes |
| Maximum payload | About 250 tonnes | About 51 tonnes |
| Approximate cargo-bay dimensions | 43.3 × 6.4 × 4.4 m | 45 × 8 × 7.5 m at its maximum cross-section |
| Approximate enclosed cargo volume | 1,300 m³ | 2,200 m³ |
| Published range at maximum payload | About 4,500 km | About 4,000 km |
| Loading method | Opening nose, kneeling undercarriage, ramp and onboard handling equipment | Upper forward cargo door and specialised external loading equipment |
Published range and cargo-space figures use different manufacturer assumptions, so they are useful for broad comparison rather than detailed flight planning. Neither cargo bay is a simple rectangular box, and the door opening, floor limits and centre of gravity can rule out a load that appears to fit on volume alone.
Which is bigger: the An-225 or BelugaXL?
The An-225 is bigger by most whole-aircraft measures, but the BelugaXL has the larger enclosed cargo bay. The Mriya is almost 21 metres longer, has 28 metres more wingspan and can take off at nearly three times the BelugaXL’s maximum weight. The BelugaXL is slightly taller because of its oversized upper fuselage.
Inside, the result reverses. The BelugaXL’s roughly 2,200 m³ hold is substantially more voluminous than the An-225’s approximately 1,300 m³ hold. Its tall, wide cross-section was designed around bulky aircraft structures rather than dense machinery.
The An-225 grew from the An-124 and was engineered to carry extreme loads internally or on top of its fuselage. Our explanation of the Mriya’s original Buran transport mission covers why that unusual configuration was required.
Why could the An-225 carry nearly five times more weight?
The An-225 had the wing, six-engine powerplant, reinforced cargo floor and multi-wheel undercarriage needed for exceptionally heavy freight. Typical loads included generators, turbines and other industrial equipment whose mass, rather than physical volume, was the limiting factor.
The BelugaXL usually reaches its volume limit before its weight limit. Aircraft wings and fuselage sections occupy enormous amounts of space but are relatively light for their size. Giving the BelugaXL an An-225-class payload would add structural weight and operating cost without helping its normal Airbus production missions.
This is the comparison mistake we see most often: cargo volume is not payload capacity. A usable transport plan must account for the load’s dimensions, mass, support frame, floor loading, centre of gravity, door clearance and available airport equipment.
Could the BelugaXL replace the An-225?
No. The BelugaXL cannot replace the An-225 for individual loads above roughly 51 tonnes, while the An-225’s narrower and lower hold was less suitable for some exceptionally bulky aerospace structures.
The two aircraft also have different operating models. The BelugaXL serves Airbus’s production network rather than functioning as a like-for-like global heavy-lift charter aircraft. It replaced the smaller A300-600ST Beluga, not the Mriya; simmers can examine that earlier design through our MSFS A300-600ST Beluga aircraft page.
The sole completed An-225 was destroyed at Hostomel Airport in 2022, so any comparison involving active operations is hypothetical on the Antonov side. We cover the loss of the Mriya and the features that made it unique separately.
Can you fly the An-225 and BelugaXL in Microsoft Flight Simulator?
Both aircraft are represented in Microsoft Flight Simulator 2024; our MSFS 2024 aircraft roster and edition breakdown identifies their availability. They illustrate the real-world distinction well: the An-225 demands careful total-mass and runway management, while the BelugaXL’s challenge is managing a large-volume transporter with unusual external dimensions.
Do not treat maximum payload as something that can always be combined with maximum fuel. Keep the simulated aircraft below its displayed take-off mass and within centre-of-gravity limits, using the weight-and-balance controls supplied with that particular model.