While still in the design stage, the AN‑990 holds significant promise for governments, commercial carriers, and specialized operators seeking a one‑stop solution for the world’s heaviest and most awkward cargoes.
| Aspect | Description | |--------|-------------| | | Ultra‑heavy strategic airlift for oversized cargo, military logistics, humanitarian relief, and commercial freight. | | Target Payload | Up to 250 t (≈ 550 000 lb) in the main cargo bay, surpassing the An‑225’s 250 t capacity while offering more flexible loading options. | | Range with Full Payload | Approximately 4 500 km (2 430 nm) without aerial refueling; extended to 8 500 km with in‑flight refueling. | | Competitive Edge | Combines the sheer payload of the An‑225 with a modern, fuel‑efficient twin‑engine layout, reduced operating costs, and advanced avionics. | antonov an-990
Approximately 870 feet (265 metres), which is three times wider than the An-225 Mriya . While still in the design stage, the AN‑990
The aircraft is often featured in viral simulation videos performing vertical takeoffs or carrying entire airliners like the Boeing 747 as cargo, highlighting the "infinite" possibilities of virtual aeronautics. | | Range with Full Payload | Approximately
| Factor | Insight | |--------|----------| | | Projected 30 % lower cost per tonne‑kilometre than the An‑225 due to twin‑engine efficiency and reduced crew requirements (pilot + flight engineer + 2 loadmasters). | | Fuel Efficiency | Approx. 0.15 kg fuel / tonne‑km (including payload). This is comparable to modern wide‑body freighters such as the Boeing 777‑F when scaled for payload. | | CO₂ Emissions | Estimated 0.42 t CO₂ / tonne‑km , meeting emerging ICAO Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) benchmarks for heavy cargo aircraft. | | Lifecycle | Designed for 30 000 flight‑hour service life with a modular “mid‑life upgrade” path (e.g., new engine variants, avionics refresh). |
| Feature | Detail | |---------|--------| | | Conventional high‑wing, all‑metal construction with extensive use of advanced aluminum‑lithium alloys and carbon‑fiber reinforced polymer (CFRP) in secondary structures. | | Wing | 84 m (275 ft) span, featuring a high‑aspect‑ratio design with blended winglets for drag reduction. The wing incorporates integrated fuel tanks (≈ 150 t total). | | Engines | Two Progress D‑436‑5 turbofan engines (or optionally the newer Ukrainian‑developed PW‑5000 series), each delivering ~45 000 kgf thrust, mounted on a high‑mounted pylon to keep the fuselage floor clear for cargo loading. | | Landing Gear | 16‑wheel main gear (4 bogies per side) plus a nose gear, all equipped with steerable, self‑locking brakes and a low‑pressure “soft‑field” tire option for unpaved runways. | | Cargo Bay | Rectangular volume: 45 m (L) × 7.5 m (W) × 5 m (H). Equipped with a modular roller‑floor system, 8 overhead cranes (max 30 t each), and a rear cargo door that can be opened in flight for airdrop operations. | | Avionics | Glass cockpit with dual‑redundant flight‑control computers, fly‑by‑wire (FBW) system, integrated navigation/communication suite (ADS‑B, CPDLC, SATCOM), and a full‑flight simulator certification package. | | Safety Systems | Triple‑redundant hydraulic systems, fire‑suppression in all cargo compartments, on‑board health‑monitoring diagnostics, and an optional “emergency parachute” system for the main fuselage (experimental). |
The project was buried. The prototype, according to the tale, was disassembled and its parts absorbed into the construction of the second (never-completed) An-225.