中文词条原文链接（无法从中国内地访问）：请点击这里访问
英文词条原文链接（无法从中国内地访问）：请点击这里访问
本文基于英文词条的线索，并补充部分来自中文词条的内容（在二者冲突时，以更晚更新者为准）。辽观搬运时进行了必要的合规化处理，以使其能够在中国内地上传。维基百科（Wikipedia）是美国维基媒体基金会的互联网百科项目，其内容可能受到立场、信息来源等因素影响，请客观看待。正文内容不代表译者观点。
辽观提供的翻译仅供参考。文中可能包含无法从中国内地访问的链接。
辽观所搬运的词条文本与维基百科一道同样遵循CC BY-SA 4.0协议（辽观搬运的中英文对照版本），在符合协议要求的情况下您可以免费使用其内容（包括商用）。图片和视频可能遵循不同的共享协议。请点击这里访问
目录
0. 概述
辽观注：此标题是我们在搬运、整合过程中添加的。
安东诺夫An-225“梦想”运输机（简称安-225，乌克兰语：Антонов Ан-225 « Мрія »；北约代号：哥萨克“Cossack”）是一架离陆重量超过640吨的超大型运输机，也是目前全世界机身最长、承载重量最大的飞机[1]。安-225由苏联时代的乌克兰安东诺夫设计局组织开发，首度试飞于1988年12月21日，不仅是苏联太空计划用以设备运载的重要工具，也是安东诺夫主导的工业设计杰作之一。
It was originally developed during the 1980s as an enlarged derivative of the Antonov An-124 airlifter for the express purpose of transporting Buranspacecraft. On 21 December 1988, the An-225 performed its maiden flight; only one aircraft was ever completed, although a second airframe with a slightly different configuration was partially built. After a brief period of use in the Soviet space programme, the aircraft was mothballed during the early 1990s. Towards the turn of the century, it was decided to refurbish the An-225 and reintroduce it for commercial operations, carrying oversized payloads for the operator Antonov Airlines. Multiple announcements were made regarding the potential completion of the second airframe, though its construction largely remained on hold due to a lack of funding. By 2009, it had reportedly been brought up to 60–70% completion.
【参考译文】它最初是在20世纪80年代作为安托诺夫An-124运输机的放大衍生型号而开发的，其明确目的就是为了运输“暴风雪”号航天飞机。1988年12月21日，An-225完成了它的首飞；但仅有一架飞机被完全建成，尽管第二架机身配置略有不同的飞机部分建造完成。在苏联太空计划中短暂使用后，这架飞机在90年代初被封存。到了世纪之交，决定对An-225进行翻新并重新引入，以便为运营商安东诺夫航空公司执行商业运营，运送超大尺寸的货物。关于可能完成第二架飞机的多个公告已被发布，但由于缺乏资金，其建造工作大部分仍处于搁置状态。到2009年，据报道它已经被建造到了60%-70%的完成度。
With a maximum takeoff weight of 640 tonnes (705 short tons), the An-225 held several records, including heaviest aircraft ever built and largest wingspan of any operational aircraft. It was commonly used to transport objects once thought impossible to move by air, such as 130-ton generators, wind turbine blades, and diesel locomotives. Additionally, both Chinese and Russian officials had announced separate plans to adapt the An-225 for use in their respective space programmes. The Mriya routinely attracted a high degree of public interest, attaining a global following due to its size and its uniqueness.
【参考译文】An-225的最大起飞重量为640吨（705短吨），保持着多项记录，包括有史以来最重的飞机和现役飞机中最大的翼展。它常被用来空运一些过去被认为无法通过航空运输的物体，比如130吨重的发电机、风力涡轮机叶片及柴油机车等。此外，中国和俄罗斯的官员都曾分别宣布计划将An-225适应性改造，用于各自国家的太空计划中。Mriya（梦想）因其庞大的体型和独特性，经常引起公众的高度关注，并在全球范围内拥有了众多追随者。
2022年2月27日，乌克兰国防工业公司在推特上发布消息称，停放于基辅市郊霍斯托梅的安东诺夫机场的安-225在2022年俄罗斯入侵乌克兰期间爆发的安东诺夫机场争夺战中被炮火摧毁，同时乌克兰官方承诺将重建飞机[2]。同月28日，该公司表示，修复这架运输机将耗资超过30亿美元且至少需要5年以上时间[3]。3月4日，俄罗斯最大媒体之一的第一频道进入安东诺夫机场进行采访，证实安-225被摧毁，报道画面显示其机身已经被严重损坏[4]。
1. 开发历程 | Development
Work on the Antonov An-225 began in 1984 with a request from the Soviet government for a large airlifter as a replacement for the Myasishchev VM-T.[2] The specifics of this request included the ability to carry a maximum payload of 231,838 kilograms (511,116 lb), both externally and internally, while operating from any runway of at least 3,500 metres (11,500 ft). As originally set out, the mission and objectives were broadly identical to that of the United States’ Shuttle Carrier Aircraft, having been designed to airlift the Energia rocket’s boosters and the ef=”https://en.wikipedia.org/wiki/Buran_programme#Buran_orbiter“>Buran-class orbiters for the Soviet space program.[3][2] Furthermore, a relatively short timetable for the delivery of the completed aircraft meant that development would have to proceed at a rapid pace.[2]
【参考译文】安托诺夫An-225的研制工作始于1984年，起因是苏联政府提出需要一款大型运输机来替代Myasishchev VM-T。[2] 这一需求的具体要求包括能够内外部同时装载最大有效载荷231,838千克（511,116磅），并且能够在至少3,500米（11,500英尺）长的任何跑道上起降。最初设定的任务和目标与美国的航天飞机运输机（Shuttle Carrier Aircraft）大致相同，旨在为空运能源号火箭的助推器以及“暴风雪”级轨道飞行器服务，以支持苏联的太空计划。[3][2] 此外，完成飞机交付的相对紧迫时间表意味着研发工作必须迅速推进。[2]
Accordingly, the Antonov Design Bureau produced a derivative of their existing Antonov An-124 Ruslan airlifter.[2] The aircraft was stretched via the addition of fore and aft fuselage barrel sections, while a new enlarged wing centre was designed that facilitated the carriage of an additional pair of Progress D-18Tturbofan engines, increasing the total from four to six powerplants. A completely new tail was also required to handle the wake turbulence generated by the bulky external loads that would be carried on the aircraft’s upper fuselage.[2] Despite the novelty of its scale, the design of the An-225 was largely conventional.[4] The lead designer of the An-225 (and the An-124) was Viktor Tolmachev.[5]
【参考译文】因此，安东诺夫设计局在其现有的安托诺夫An-124鲁斯兰运输机基础上开发了这款衍生型号。[2] 飞机通过增加前后机身段来加长，并设计了一个新的加大机翼中心部分，以便额外搭载一对Progress D-18T涡扇发动机，使总发动机数量从四台增加到六台。由于需要在飞机上层机身携带庞大外挂载荷时处理尾流湍流，还特别设计了一套全新的尾翼结构。[2] 尽管其规模前所未有，但An-225的设计大体上还是遵循了传统原则。[4] An-225（以及An-124）的总设计师是维克多·托尔马切夫。[5]
A second An-225 was partially built during the late 1980s for the Soviet space program, however, work on the airframe was suspended following the collapse of the Soviet Union. By 2000, the need for additional An-225 capacity had become apparent; during September 2006, it was decided that the second An-225 would be completed, a feat that was at one point scheduled to occur around 2008. However, the work was subject to repeated delays.[11] By August 2009, the aircraft had not been completed and work had been abandoned.[12][13] In May 2011, the Antonov CEO reportedly stated that the completion of the second An-225, which would have a carrying capacity of 250 tons, requires at least $300 million; upon the provision of sufficient financing, its completion could be achieved in three years.[14] According to different sources, the second aircraft was 60–70% complete by 2016.[15][16][17]
【参考译文】第二架An-225在20世纪80年代末期为苏联太空计划部分建造，然而随着苏联解体，机体的建造工作也被暂停。到2000年，对额外An-225运输能力的需求变得明显起来；2006年9月，决定完成第二架An-225的建造，这一目标一度计划在2008年左右实现。然而，这项工作一再遭遇延期。[11] 到了2009年8月，该飞机仍未完工，且建造工作已被放弃。[12][13] 据报道，2011年5月，安东诺夫的首席执行官表示，完成第二架An-225（其载重量将达到250吨）需要至少3亿美元的资金；一旦资金充足，其建造工作可以在三年内完成。[14] 根据不同来源，到2016年第二架飞机的完成度达到了60%-70%。[15][16][17]
The revival of space activities involving the An-225 was repeatedly announced and speculated upon throughout its life. During the early 2000s, studies were conducted into the production of an even larger An-225 derivative, the eight-engined Antonov An-325, which was intended to be used in conjunction with Russia’s in-development MAKS space plane.[18] In April 2013, the Russian government announced plans to revive Soviet-era air launch projects that would use a purpose-built modification to the An-225 as a midair launchpad.[19][needs update]
【参考译文】涉及An-225的太空活动复兴计划在其生命周期中多次被宣布和推测。在21世纪初，人们就研究生产一款更大的An-225衍生型号——八引擎的安托诺夫An-325，该型号原计划与俄罗斯正在开发的MAKS太空飞机配合使用。[18] 2013年4月，俄罗斯政府宣布了重启苏联时期的空中发射项目计划，这些项目将利用专门为An-225设计的改型作为中空发射平台。[19][信息需更新]
In May 2017, Airspace Industry Corporation of China (AICC)’s president, Zhang You-Sheng, informed a BBC reporter that AICC had first contemplated cooperation with Antonov in 2009 and made contact with them two years later. AICC intends to modernize the second unfinished An-225 and develop it into an air launch to orbit platform for commercial satellites at altitudes up to 12,000 m (39,000 ft).[6] The aviation media cast doubt on the production restart, speculating that the ongoing Russia–Ukraine conflict would prevent various necessary components that would have been sourced from Russia from being delivered; it may be possible that China could manufacture them instead.[20] That project did not move forward but UkrOboronProm, the parent company of Antonov, had continued to seek partners to finish the second airframe.[21]
【参考译文】2017年5月，中国空域产业集团（AICC）总裁张友生向BBC记者表示，AICC最早于2009年开始考虑与安东诺夫合作，并在两年后与之取得联系。AICC计划现代化未完成的第二架An-225，并将其发展成为商用卫星的空中发射入轨平台，发射高度可达12,000米（39,000英尺）。[6] 航空媒体对重启生产的可能性表示怀疑，推测持续的俄乌冲突可能会阻止原本需要从俄罗斯获取的必要部件的交付；而中国或许可以替代生产这些部件。[20] 尽管如此，该项目并未向前推进，但安东诺夫的母公司UkrOboronProm继续寻求合作伙伴以完成第二架飞机的制造。[21]
On 25 March 2020, the first An-225 commenced a series of test flights from Hostomel Airport near Kyiv, after more than a year out of service, for the installation of a domestically designed power management and control system.[22]
【参考译文】2020年3月25日，首架An-225在基辅附近的戈斯托梅利机场开始了一系列试飞，这是在一年多的服务中断后，为了安装国产设计的电力管理系统和控制系统。[22]
2. 设计 | Design
The Antonov An-225 was a strategic airlift cargo aircraft that retained many similarities with the preceding An-124 airlifter that it was derived from. It had a longer fuselage and cargo deck due to the addition of fuselage barrel extensions that were fitted both fore and aft of the wings.[2] The wings, which were anhedral, also received root extensions to increase their span.[23][24] The flight control surfaces were controlled via fly-by-wire and powered by triple-redundant hydraulics.[25] Furthermore, the empennage of the An-225 was a twin tail with an oversized, swept-back horizontal stabilizer, having been redesigned from the single vertical stabilizer of the An-124. The use of a twin tail arrangement was essential to enable the aircraft to carry its bulky external loads that would generate wake turbulence, disturbing the airflow around a conventional tail.[2][18]
【参考译文】安托诺夫An-225是一款战略运输机，它保留了前身An-124运输机诸多相似之处。由于在机翼前后增加了机身段扩展部分，使得机身和货舱甲板更长。[2] 机翼呈下反角设计，并在根部增加了延伸部分以扩大翼展。[23][24] 飞行控制面通过电传操纵系统控制，并由三重冗余液压系统驱动。[25] 此外，An-225的尾翼设计为双垂尾布局，水平安定面宽大且后掠，这与An-124的单一垂直尾翼设计有所不同。采用双垂尾布局是为了确保飞机在携带产生尾流湍流的庞大外挂载荷时，能够维持稳定的气流状态，避免常规尾翼受到干扰。[2][18]
The An-225 was powered by a total of six Progress D-18T turbofan engines, two more than the An-124, the addition of which was facilitated by the redesigned wing root area. An increased-capacity landing gear system with 32 wheels was designed, some of which are steerable; these enable the airlifter to turn within a 60-metre-wide (200 ft) runway. Akin to its An-124 predecessor, the An-225 incorporated a nose gear designed to “kneel” so cargo can be more easily loaded and unloaded.[25][26] Additional measures to ease loading and unloading activities included the four overhead cargo cranes that could move along the whole length of the cargo hold, each of which was capable of lifting up to 5,000 kilograms (11,000 lb).[27] To facilitate the attachment of external loads, such as the Buran orbiter, various mounting points were present along the upper surface of the fuselage.[26]
【参考译文】An-225总共装备了六台Progress D-18T涡扇发动机，比An-124多了两台，新增的发动机得益于重新设计的翼根区域。设计了具有32个轮子的增强型起落架系统，其中一些可转向，使运输机能在60米宽（200英尺）的跑道上转弯。与An-124前辈一样，An-225采用了能够“跪下”的前起落架设计，便于货物的装卸。[25][26] 为了进一步简化装卸作业，机舱内配备了四台沿整个货舱长度移动的头顶式起重机，每台能举起高达5,000千克（11,000磅）。[27] 为了便于外部载荷（如“暴风雪”号轨道飞行器）的固定，机身顶部沿线设置了多个挂载点。[26]
Unlike the An-124, the An-225 was not intended for tactical airlifting and was not designed for short-field operations.[3] Accordingly, the An-225 does not have a rear cargo door or ramp, as are present on the An-124, these features having been eliminated in order to save weight. The cargo hold was 1,300 m3 (46,000 cu ft) in volume; 6.4 m (21 ft 0 in) wide, 4.4 m (14 ft) high, and 43.35 m (142 ft 3 in) long[25][28]—longer than the first flight of the Wright Flyer.[29][30][31] The cargo hold, which was pressurized and furnished with extensive soundproofing, could contain up to 80 standard-dimension cars, 16 intermodal containers, or up to 250,000 kilograms (551,150 lb) of general cargo.[27]
【参考译文】与An-124不同，An-225并不打算用于战术空运，也没有针对短距起降操作进行设计。[3] 因此，An-225没有像An-124那样的后部货舱门或坡道，这些设计被取消以减轻重量。货舱容积为1,300立方米（46,000立方英尺），宽度为6.4米（21英尺0英寸），高度为4.4米（14英尺），长度为43.35米（142英尺3英寸）[25][28]——甚至超过了莱特兄弟首次飞行的距离。[29][30][31] 货舱经过增压处理并装有全面的隔音设施，最多可容纳80辆标准尺寸的汽车、16个联运集装箱，或高达250,000千克（551,150磅）的一般货物。[27]
The flight deck of the An-225 was at the front of the upper deck, which was accessed via a ladder from the lower deck.[27] This flight deck was largely identical to that of the An-124, save for the presence of additional controls to manage the additional pair of engines. To the rear of the flight deck was an array of compartments which, amongst other things, accommodated the crew stations for the aircraft’s two flight engineers, navigator, and communication specialist, along with off-duty rest areas, including beds, which facilitated long range missions to be flown.[27] Even when fully loaded, the An-225 was capable of flying non-stop across great distances, such as between New York and Los Angeles.[18]
【参考译文】An-225的驾驶舱位于上层甲板前端，通过下层甲板的梯子进入。[27] 该驾驶舱与An-124的基本相同，只是增设了额外的控制装置以管理另外两台发动机。驾驶舱后方是一系列隔间，除其他功能外，还包括两名飞行工程师、领航员和通信专家的工作站，以及供休息用的床位，从而支持执行长途飞行任务。[27] 即便满载，An-225也能不间断地飞行远距离，如从纽约直飞洛杉矶。[18]
As originally constructed, the An-225 had a maximum gross weight of 600 t (660 short tons), however, between 2000 and 2001, the aircraft received numerous modifications at a cost of US$20million, such as the addition of a reinforced floor, which increased the maximum gross weight to 640 t (710 short tons).[32][33][34] Both the earlier and later takeoff weights establish the An-225 as the world’s heaviest aircraft, exceeding the weight of the double-deck Airbus A380 airliner. Airbus claims to have improved upon the An-225’s maximum landing weight by landing an A380 at 591.7 t (652.2 short tons) during testing.[35][a]
【参考译文】最初建造时，An-225的最大总重量为600吨（660短吨）。然而，在2000年至2001年间，该飞机接受了多项改进，耗资2000万美元，例如增加了加固地板，这使其最大总重量提升至640吨（710短吨）。[32][33][34] 不论是之前的还是之后的起飞重量，都确立了An-225作为世界上最重飞机的地位，其重量超过了双层空客A380客机。空客声称通过在测试中以591.7吨（652.2短吨）的重量着陆A380，打破了An-225的最大着陆重量纪录。[35][a]
段内注a：【英文词条原注】The Hughes H-4 Hercules flying boat, also known as the Spruce Goose, had a greater wingspan and overall height, but was lighter (at 113 t empty) and 20% shorter due to the materials used in its construction. The H-4 only flew once and for less than a minute, making the An-225 the largest aircraft in the world to fly multiple times.[25][36]
【参考译文】休斯H-4大力神水上飞机，也被称为“云杉鹅”，拥有更大的翼展和整体高度，但由于其建造材料的原因，其重量较轻（空重113吨），并且长度短了20%。H-4只飞行过一次，且持续时间不到一分钟，这让An-225成为了世界上多次飞行过的最大飞机。[25][36]
3. 运营历史 | Operational history
The Antonov An-225 Mriya was originally operated between 1988 and 1991 as the prime method of transporting Buran-class orbiters for the Soviet space program.[36] Its first pilot was Oleksandr Halunenko, who continued flying it until 2004.[37] “Antonov Airlines” was concurrently founded in 1989 after it was set up as a holding company by the Antonov Design Bureau as a heavy airlift shipping corporation. This company was to be based in Kyiv, Ukraine, and operate from London Luton Airport in partnership with Air Foyle HeavyLift.[10][38] While operations began with a fleet of four An-124-100s and three Antonov An-12s, the need for aircraft larger than the An-124 became apparent by the late 1990s.[39]
【参考译文】安托诺夫An-225“梦幻”最初在1988年至1991年间运营，作为苏联太空计划运输“暴风雪”级轨道飞行器的主要方式。[36] 它的首位飞行员是奥列克斯·哈鲁连科，他一直驾驶这架飞机直至2004年。[37] “安东诺夫航空公司”随之于1989年成立，当时作为安东诺夫设计局设立的控股公司，是一家重型空运运输公司。该公司总部设在乌克兰基辅，并与伦敦卢顿机场的Air Foyle HeavyLift合作运营。[10][38] 公司运营初期拥有四架An-124-100和三架安托诺夫An-12，但到了90年代末，对于比An-124更大的飞机的需求变得日益明显。[39]
By this time, the Soviet Union was no longer in existence and the Buran program had been terminated; consequently, the sole completed An-225 was left unused and without a purpose.[18] As early as 1990, Antonov officials were openly speaking on their ambitions for the aircraft to enter commercial use.[27] Despite this, in 1994, it was decided to put the An-225 into long-term storage.[40][41] During this time, all six of its engines were removed for use on various An-124s, while the second uncompleted An-225 airframe was also stored. As the 1990s progressed, it became clear that there was sufficient demand for a cargo liner even bigger than the An-124. Accordingly, it was decided that the first An-225 would be restored.[25][24]
【参考译文】此时，苏联已不复存在，“暴风雪”计划也被终止，因此唯一完成的An-225被闲置，失去了用途。[18] 早在1990年，安东诺夫官员就公开表达了让这架飞机投入商业使用的愿景。[27] 尽管如此，1994年决定将An-225进行长期储存。[40][41] 在这段时间里，它的所有六台发动机都被拆除用于其他An-124上，而第二架未完成的An-225机体也被储存起来。随着90年代的发展，显然存在着对An-124以上更大货运飞机的足够需求。因此，决定恢复第一架An-225的使用。[25][24]
The aircraft was re-engined, received modifications to modernise and better adapt it to heavy cargo transport operations, and placed back in service under the management of Antonov Airlines.[18] It became the workhorse of the Antonov Airlines fleet, transporting objects once thought impossible to move by air, such as 130-ton generators, wind turbine blades, and even diesel locomotives.[42] It also became an asset to international relief organizations for its ability to quickly transport huge quantities of emergency supplies during multiple disaster-relief operations.[39]
【参考译文】这架飞机重新装配了发动机，进行了现代化改造，并更好地适应重型货物运输作业，随后在安东诺夫航空公司的管理下重新投入使用。[18] 它成为了安东诺夫航空公司机队的主力，运输了一些过去被认为无法空运的物品，比如130吨重的发电机、风力涡轮机叶片，甚至是柴油机车。[42] 凭借在多次救灾行动中迅速运输大量紧急救援物资的能力，它也成为国际救援组织的重要资产。[39]
Under Antonov Airlines, the An-225 received its type certificate from the Interstate Aviation Committee Aviation Register (IAC AR) on 23 May 2001.[43] The type’s first flight in commercial service departed from Stuttgart, Germany, on 3 January 2002, and flew to Thumrait, Oman, with 216,000 prepared meals for American military personnel based in the region. This vast number of ready meals was transported on 375 pallets and weighed 187.5 tons.[18][44] The An-225 was later contracted by the Canadian and U.S. governments to transport military supplies to the Middle East in support of coalition forces.[39] An example of the cost of shipping cargo by An-225 was over 2 million kr. (about €266,000) for flying a chimney duct from Billund, Denmark, to Kazakhstan in 2004.[45]
【参考译文】在安东诺夫航空公司的运营下，An-225于2001年5月23日获得了独联体航空委员会航空注册局（IAC AR）的型号合格证。[43] 该机型的首次商业航班于2002年1月3日从德国斯图加特出发，飞往阿曼的图姆莱特，为驻扎在该地区的美国军事人员运送了216,000份预制餐食。这批庞大的即食餐食共装载在375个托盘上，总重187.5吨。[18][44] 后来，加拿大和美国政府也签约An-225，为其向中东地区运输军事物资，以支援联军部队。[39] 使用An-225运输货物的成本示例之一是，2004年从丹麦比隆运送一个烟囱管道到哈萨克斯坦，费用超过200万克朗（约相当于€266,000）。[45]
During 2016, Antonov Airlines ceased cooperation with Air Foyle and partnered with Volga-Dnepr instead. This in turn led to the An-225’s blue and yellow paint scheme, was added in 2009.[46][47] These matched the colors of the Ukrainian flag and led to the An-225 becoming “Ukraine’s winged ambassador to the world,” in the words of The New York Times.[37]
【参考译文】2016年，安东诺夫航空公司终止了与Air Foyle的合作，转而与伏尔加-第聂伯航空公司建立合作关系。这一变化导致了An-225在2009年添加的蓝黄涂装方案。[46][47] 这些颜色与乌克兰国旗的颜色相匹配，使得An-225成为了《纽约时报》口中“乌克兰飞向世界的翅膀大使”。[37]
When the COVID-19 pandemic impacted the world in early 2020, the An-225 participated in the relief effort by conducting flights to deliver medical supplies from China to other parts of the world.[48][49][50][51]
【参考译文】当2020年初COVID-19疫情席卷全球时，An-225参与了救援行动，执行了从中国向世界各地运送医疗物资的飞行任务。[48][49][50][51]
The aircraft was popular with aviation enthusiasts, who frequently visited airports to view its scheduled arrivals and departures.[52]
【参考译文】这架飞机深受航空爱好者们的喜爱，他们经常前往机场观看其预定的到达和起飞。[52]
3.1 纪录 | Records
On 11 August 2009, the heaviest single cargo item ever sent by air was loaded onto the An-225. At 16.23 m (53 ft 3 in) long and 4.27 m (14 ft 0 in) wide, its consignment, a generator for a gas power plant in Armenia along with its loading frame, represented a payload of 189,980 kg (418,830 lb),[53][54] It also transported a total payload of 247,000 kg (545,000 lb) on a commercial flight.[55]
【参考译文】2009年8月11日，安-225飞机装载了有史以来空运的最重单一货物。这个货物是一台供给亚美尼亚一家燃气发电厂使用的发电机，连同其装载框架，长16.23米（53英尺3英寸），宽4.27米（14英尺0英寸），总重量为189,980公斤（418,830磅）。此外，它还在商业飞行中运载了总重量为247,000公斤（545,000磅）的货物。
On 11 September 2001, carrying five main battle tanks[56] at a record load of 253.82 tonnes (279.79 short tons) of cargo,[57] the An-225 flew at an altitude of up to 10,750 m (35,270 ft)[58] over a closed circuit of 1,000 km (620 mi) at a speed of 763.2 km/h (474.2 mph).[59][60] During 2017, the hired cost was US$30,000 (£23,220) per hour.[6]
【参考译文】2001年9月11日，安-225飞机搭载了五辆主战坦克，货物总重创记录达到253.82吨（279.79短吨）。安-225飞机在海拔高达10,750米（35,270英尺）的高空飞行，沿着1000公里（620英里）的封闭航线，时速达763.2公里/小时（474.2英里/小时）。2017年，安-225的租赁费用为每小时30,000美元（23,220英镑）。
On 11 June 2010, the An-225 carried the world’s longest piece of air cargo, two 42.1 m (138 ft) test wind turbine blades from Tianjin, China, to Skrydstrup, Denmark.[61][62]
【参考译文】2010年6月11日，安-225飞机运载了世界上最长的空运货物，两根来自中国天津的42.1米（138英尺）长的风力发电机叶片，运往丹麦的斯克鲁斯特鲁普。
On 27 September 2012, the An-225 hosted the highest altitude art exhibition in the world at 10,150 metres (33,301 feet) above sea level during the AviaSvit-XX1 Aerospace Show at Antonov Airport. The exhibition was part of the Globus Gallery based in Kyiv and consisted of 500 artworks by 120 Ukrainian artists.[63][64]
【参考译文】2012年9月27日，安-225在安东诺夫机场举办了世界上海拔最高的艺术展览，展览海拔达到10,150米（33,301英尺），这是在AviaSvit-XX1航空航天展览期间举办的。这次展览由基辅的Globus画廊主办，展出了120位乌克兰艺术家的500件艺术作品。
In total, the An-225 has set 240 world records, which is unique in aviation.[65]
【参考译文】总体而言，安-225飞机创造了240项世界纪录，这在航空领域是独一无二的。
3.2 损毁 | Destruction
See also: Battle of Antonov Airport【参见：安东诺夫机场的战斗】
主条目：安东诺夫机场争夺战
The aircraft’s last commercial mission was from 2 to 5 February 2022, to collect almost 90 tons of COVID-19 test kits from Tianjin, China, and deliver them to Billund, Denmark, via Bishkek, Kyrgyzstan.[66][67] From there, it returned on 5 February to its base at Antonov Airport in Hostomel,[67] where it underwent an engine swap.[66] On the advice of NATO it was prepared for evacuation, scheduled for the morning of 24 February, but on that day Russia invaded, with the airfield being one of their first targets.[66] A ban on civilian flights was quickly enacted by Ukrainian authorities.[66] During the ensuing Battle of Antonov Airport, the runway was rendered unusable.[66]
【参考译文】该飞机的最后一次商业任务是从2022年2月2日至5日，收集了近90吨来自中国天津的新冠病毒检测试剂盒，并通过吉尔吉斯斯坦比什凯克将其运送到丹麦比隆德。从那里，飞机于2月5日返回其位于霍斯托梅尔的安东诺夫机场的基地，进行了发动机更换。根据北约的建议，飞机准备进行撤离，计划于2月24日上午进行，但在那一天俄罗斯入侵，机场成为他们的首要目标。乌克兰当局迅速颁布了禁止民用航班的禁令。在随后的安东诺夫机场之战中，跑道不再可用。
On 24 February, the An-225 was said to be intact.[68] On 27 February, a photo was posted on Twitter of an object tentatively identified as the An-225 on fire in its hangar.[69][70] A report by the Ukrainian edition of Radio Liberty stated that the airplane was destroyed during the Battle of Antonov Airport,[71] which was repeated by Foreign Minister Dmytro Kuleba[72] and by Ukroboronprom, Antonov’s parent organisation.[73] The Antonov company initially refused to confirm or deny the reports,[74][71] and said it was still investigating them.[75]
【参考译文】2月24日，据称安-225仍然完好无损。2月27日，Twitter上发布了一张照片，上面有一个暂时被确认为着火的安-225飞机的物体。乌克兰自由电台的报告称，在安东诺夫机场之战中，飞机被摧毁，这一说法被外交部长德米特罗·库列巴和安东诺夫的母公司乌克罗波罗姆重复。安东诺夫公司最初拒绝确认或否认这些报道，并表示他们仍在调查。
Also on 27 February, a press release by Ukroboronprom[73] stated that the An-225 had been destroyed by Russian forces.[76] Several other aircraft were in the same hangar as the An-225 at the time of its destruction, and were also destroyed or damaged during the battle; these include a Hungarian-registered Cessna 152, which was crushed by the An-225’s left wingtip after the latter fell on top of it.[77]
【参考译文】同样在2月27日，乌克罗波罗姆发布的新闻稿指出，安-225已被俄罗斯军队摧毁。在安-225被摧毁时，还有其他几架飞机停放在同一机库内，它们也在战斗中被摧毁或损坏；其中包括一架匈牙利注册的塞斯纳152飞机，由于安-225的左翼尖倒在其上，被压毁。
Ukroboronprom said that they planned to rebuild the plane at the Russians’ expense.[73] The statement said: “The restoration is estimated to take over 3 billion USD and over five years. Our task is to ensure that these costs are covered by the Russian Federation, which has caused intentional damage to Ukraine’s aviation and the air cargo sector.”[78][79] The Ukrainian government also said that it would be rebuilt.[79][80]
【参考译文】乌克罗波罗姆表示，他们计划在俄罗斯的费用下重建这架飞机。声明称：“重建预计需要超过30亿美元和超过五年的时间。我们的任务是确保这些费用由造成乌克兰航空和空运行业故意破坏的俄罗斯联邦承担。”乌克兰政府也表示将对其进行重建。
3.3 后果 | Aftermath
On 1 March, a new photograph, taken since the initial conflict, was tentatively identified as the tail of the aircraft protruding from its hangar, suggesting that it remained at least partly intact, however, further evidence proved to show that the aircraft is inoperable due to the extreme damage it sustained.[81] On 3 March, a video circulated on social media, showing the aircraft burning inside the hangar alongside several Russian trucks, confirming its likely destruction. Nonetheless, Antonov stated again that until the aircraft is inspected by experts, its official status could not be fully known.[82][83] On 4 March, footage on Russian state television Channel One showed the first clear ground images of the destroyed aircraft, with much of the front section missing.[81] Following Russia’s withdrawal from northern Ukraine, the second unfinished aircraft airframe was reported to be intact, despite Russian artillery strikes on the hangar housing it at the Antonov factory at Sviatoshyn Airfield.[84][85]
【参考译文】3月1日，自最初冲突以来拍摄的一张新照片被暂时认定为飞机尾部从机库中伸出，暗示飞机至少部分保持完整。然而，进一步的证据表明，由于遭受极端破坏，该飞机已无法使用。[81]3月3日，一段在社交媒体上流传的视频显示，飞机在机库内与几辆俄罗斯卡车一同燃烧，证实了其可能已被摧毁。尽管如此，安东诺夫再次声明，在专家对该飞机进行检查之前，其官方状态无法完全确定。[82][83]3月4日，俄罗斯国家电视台第一频道播出的画面首次清晰展示了被毁飞机的地面景象，飞机前端大部分已经缺失。[81] 随着俄罗斯从乌克兰北部撤军，有报道称位于斯维亚托希欣机场安东诺夫工厂机库内的第二架未完成飞机机体尽管遭到了俄罗斯炮击，但依然保持完好。[84][85]
图片题注：乌克兰1996年为纪念安东诺夫诞辰100周年而发行的特别邮票上的安-225及暴风雪号（1980年代）。
图片作者：Post of Ukraine
Major Dmytro Antonov, the pilot of the An-225, alleged on 19 March 2022 that Antonov Airlines knew that an invasion was imminent for quite some time, but did nothing to prevent the loss of the aircraft. On his YouTube channel, Antonov accused company management of not doing enough to prevent the destruction of the aircraft, after having been advised by NATO to move the aircraft (ready to fly status) to Leipzig, Germany, in advance.[86][87] Multiple Antonov staff have denied his allegations.[citation needed]
【参考译文】2022年3月19日，安-225飞机的飞行员迪米特罗·安东诺夫上尉声称，安东诺夫航空公司很早就知道入侵即将发生，但未采取任何措施防止飞机的丧失。在他的YouTube频道上，安东诺夫指责公司管理层未尽力防止飞机被摧毁，尽管已经接到北约的建议提前将飞机（准备飞行状态）转移到德国的莱比锡。多名安东诺夫公司员工否认了他的指控。
On 1 April, drone footage of Hostomel Airport showed the destroyed Mriya, with the forward fuselage completely burned and destroyed, but with the wings partly intact.[88] It was later revealed that the right wing had been broken, but was held up only by its engines resting on the ground.[89]
【参考译文】4月1日，Hostomel机场的无人机画面显示，“梦想”号（Mriya）已被摧毁，前机身完全烧毁，但机翼部分保持完好。[88]后来发现，右翼已经断裂，但仅靠发动机落在地面上支撑着。[89]
Investigations into rebuilding the An-225 are being undertaken, including the possibilities of cannibalising the second, incomplete An-225, or salvaging the remnants of the first plane to finish the second. However, there are several obstacles to rebuilding. Many of the aircraft’s Soviet-made components were from the 1980s and are no longer made. Engineers quote a price of US$350–500 million, although there is uncertainty regarding whether or not it would be commercially viable and worth the cost.[90] However, Andrii Sovenko, a former An-225 pilot and aviation author, said:[90]
【参考译文】对于重建安-225的调查正在进行，包括拆解第二架未完成的安-225，或者利用第一架飞机的残骸来完工第二架的可能性。然而，重建存在几个障碍。许多飞机的苏联制造部件来自上世纪80年代，已经不再生产。工程师们估计重建的成本为3.5亿至5亿美元，尽管是否具有商业可行性和是否值得这样高昂的费用仍存在不确定性。然而，前安-225飞行员兼航空作家安德烈·索文科表示：
It’s impossible to talk about the repair or restoration of this aircraft — we can only talk about the construction of another Mriya, using individual components that can be salvaged from the wreckage and combining them with those that were, back in the 1980s, intended for the construction of a second aircraft.
【参考译文】谈论这架飞机的修复或恢复工作已是不可能——我们只能谈论基于从残骸中回收的部分可用组件，以及结合早在1980年代为建造第二架飞机而准备的部件来建造另一架“梦想”号。
图片题注：乌克兰2002年发行的“乌克兰飞机”系列（2002-2018）纪念银币中，面值5格及20格背面上的安-225。
图片作者：Национальный банк Украины. Автор монеты
On 20 May 2022, Ukrainian president Volodymyr Zelenskyy announced his intentions to complete the second An-225, to replace the destroyed aircraft and as a tribute to all the Ukrainian pilots killed during the war.[citation needed] In November 2022, Antonov confirmed plans to rebuild the aircraft at an estimated cost of $500 million.[91] At the time, the company did not state whether parts from the wrecked aircraft and the incomplete airframe would be combined to create a new flying aircraft or where funding might come from.[92] Four months later, Antonov confirmed that parts had been removed from the wrecked aircraft for future mating to the unfinished fuselage.[89]
【参考译文】2022年5月20日，乌克兰总统沃洛迪米尔·泽连斯基宣布了他完成第二架安-225的意图，以取代被摧毁的飞机，并作为对所有在战争中丧生的乌克兰飞行员的致敬。2022年11月，安东诺夫确认了以约5亿美元的费用重建飞机的计划。当时，该公司并未说明是否会将被毁飞机和未完成的机身的部件结合起来制造一架新的可飞行飞机，以及资金将从何处获得。四个月后，安东诺夫确认已经从被毁飞机上拆下部件，以备将来与未完成机身结合使用。
In March 2023, the Ukrainian government announced that it detained two of three Antonov officials suspected of preventing the Ukrainian National Guard from setting up defenses at Hostomel Airport in anticipation of an invasion.[93]
【参考译文】2023年3月，乌克兰政府宣布拘捕了三名安东诺夫官员中的两人，他们涉嫌阻碍乌克兰国民警卫队在预期入侵前在戈斯托梅利机场设置防御工事。[93]
In April 2023, Ukrainian prosecutors charged the former head of Antonov, Serhii Bychkov, with “official negligence” for failing to order the aircraft flown to Leipzig, Germany, ahead of the Russian invasion. The Ukraine Security Service (SBU) who investigated the case stated, “according to the investigation, on the eve of the full-scale invasion, the An-225 was in proper technical condition, which allowed it to fly outside Ukraine. Instead, the general director of the company did not give appropriate instruction regarding the evacuation of Mriya abroad. Such criminal actions of the official led to the destruction of the Ukrainian transport plane.”[94]
【参考译文】2023年4月，乌克兰检察官指控安东诺夫前总裁谢尔盖·比切科夫因未能下令将飞机飞往德国莱比锡，在未遭受俄罗斯入侵之前被控“公职过失”。调查此案的乌克兰安全局表示，“根据调查，在全面入侵前夕，安-225处于适当的技术状态，可以让其飞出乌克兰。然而，该公司总经理未对将“梦想”飞往国外的撤离给予适当指示。这位官员的犯罪行为导致了乌克兰运输飞机的毁灭。”
4. 曾经的运营者 | Former operators
Soviet Union【苏联】
- Antonov Airlines for Soviet ef=”https://en.wikipedia.org/wiki/Buran_program“>Buran program, the company (and aircraft) passed to Ukraine after the dissolution of the Soviet Union.
【参考译文】安东诺夫航空公司最初为苏联的“暴风雪”号航天飞机计划服务，随着苏联解体，公司（及飞机）归属乌克兰。
Ukraine【乌克兰】
- Antonov Airlines for commercial operations from 3 January 2002, until 24 February 2022, the sole aircraft was destroyed during the Battle of Antonov Airport.
【参考译文】自2002年1月3日起，安托诺夫航空公司开始进行商业运营，直到2022年2月24日，这唯一一架飞机在安东诺夫机场的战斗中被摧毁。
5. 型号 | Variants
（1）An-224
Original proposal with a rear cargo door. Not built.[95][96]
【参考译文】原始提案带有后部货舱门。未建造。[95][96]
（2）An-225
Variant without the rear cargo door. One built, second aircraft incomplete.
【参考译文】不带后部货舱门的变体。建造了一架，第二架未完成。
（3）An-225-100
Designation applied to the An-225 after its 2000 modernization. Upgrades included a traffic collision avoidance system, improved communications and navigation equipment, and noise reduction features.[95][96]
【参考译文】100 该名称在An-225于2000年现代化升级后应用。升级内容包括了交通防撞系统、改进的通讯和导航设备以及降噪特性。[95][96]
（4）An-325
Main article: Antonov An-325【主条目：安东诺夫安-325】
Proposed enlarged, eight-engined aircraft, specifically designed to launch spacecraft of various purposes into orbit. Initially designed for the MAKS program, the An-325 eventually evolved to a joint cooperation between British Aerospace and the Soviet Ministry of Aviation Industry as a part of the Interim HOTOL program.[97] It remains unbuilt.[98]
【参考译文】提议的放大版、八引擎飞机，专为将各种目的的航天器送入轨道而设计。最初为MAKS计划设计，An-325最终演变为英国宇航公司与苏联航空工业部在HOTOL计划临时阶段的合作项目的一部分。[97] 该机型至今未建造。[98]
（5）AKS
Intended to carry the Tupolev OOSair-launch-to-orbit spaceplane; a twin-fuselage design consisting of two An-225 fuselages, with the OOS to be carried under the raised center wing. Multiple engine configurations were proposed, ranging from 18 Progress D-18T turbofans to as many as 40 engines, with placements both above and below the wings.[99][100][101] An alternative design for the AKS was to use entirely new fuselages, each with a single tail.[99] The AKS was deemed unfeasible, and no prototypes were ever built.[99]
【参考译文】旨在携带图波列夫OOS空射入轨航天飞机；设计为双机身结构，由两架An-225的机身组成，OOS航天飞机置于抬升的中央机翼下方。提出了多种发动机配置方案，从18台Progress D-18T涡扇发动机到多达40台发动机，发动机的布置位置既有翼上也有翼下。[99][100][101] AKS的另一种设计方案是使用全新机身，每个机身配备单个尾翼。[99] AKS被认为不可行，从未建造过原型机。[99]
6. 详细规格 | Specifications
图片题注：Clem Tillier (clem AT tillier.net)
参考资料：“Vectorsite”[5]，“Antonov’s Heavy Transports”[16]等等。
（1）基本信息
- 机组：6
- 容量：253,820千克（559,580英磅）
- 长度：84米（275英尺7英寸）
- 翼展：88.4米（290英尺0英寸）
- 高度：18.1米（59英尺5英寸）
- 机翼面积：905平方米（9,740平方英尺）
- 展弦比：8.6
- 空重：285,000千克（628,317英磅）
- 最大起飞重量：640,000千克（1,410,958英磅）
- 燃料容量：超过300,000千克[17]
- 货舱容积：1,300 m3（46,000 cu ft），长43.35米（142.2英尺） × 宽6.4米（21英尺） × 高4.4米（14英尺）
- 发动机：6台D-18T涡轮扇发动机，每台229.5千牛顿（51,600英磅力）推力
（2）性能
- 最大速度：850千米每小时（528英里每小时；459节）
- 巡航速度：800千米每小时（497英里每小时；432节）
- 航程：15,400千米（9,569英里；8,315海里）以最大燃油为准。4,000公里（2,500英里）以有效载荷200吨为准。
- 升限：11,000米（36,000英尺）
- 翼载：662.9千克每平方米（135.8英磅每平方英尺）
- 推重比：0.234
7. 流行文化
在2009年11月13日上演的灾难电影《2012》中，剧组以安-225为原型，用特效制作虚构了一架世界最大的运输机“安-500”及其后舱门开启的场景，而画面中的机身则标示了“Antonov 500”的字样。
分享到：