[2] In 2013, the five original BelugaSTs could not cope with production growth, and Airbus evaluated the Antonov An-124 and An-225, Boeing C-17 or Dreamlifter, and A400M, before choosing to modify one of its own aircraft.

[4] The programme was launched in November 2014 to build five aircraft to replace the existing five BelugaSTs; the design freeze was announced on 16 September 2015.

[6] The original BelugaSTs were not to be withdrawn from service after introduction of the Beluga XL in 2019; a mixed fleet was to operate for at least five years, as the increased production rate of single-aisle aircraft requires the ability to move more parts.

[8] The combined Beluga fleet rose to eight aircraft with the deliveries of the first three XLs, as the five originals stayed in service until being withdrawn from 2021.

[9] The BelugaST fleet was reaching its limits, flying five times daily, and six days per week, for 10,000 hours in 2017, while some parts are moved over land.

[21] It passed the ground vibration test in early June 2018, with Office National d'Etudes et de Recherches Aérospatiales (ONERA) and Deutsches Zentrum für Luft- und Raumfahrt (DLR) measuring its dynamic behaviour compared to flight envelope theoretical models.

[1] In February 2019, the first aircraft flew to various destinations, including Airbus's wing plants in Bremen, Germany and Broughton, Wales.

[10] After more than 200 flight tests over 700 hours, the BelugaXL received its European Aviation Safety Agency (EASA) type certification on 13 November 2019.

[3] The last two BelugaXLs to be produced are expected to have 180-minute ETOPS approval, allowing them to be used for transatlantic flights, typically to transport satellites to North American launch sites.

[9] The unpressurised hold begins with the tail adapted by Spain's Aernnova, and continues by building the upper fuselage with two side panels and a crown for each section, for a maximum diameter of 8.8 m (29 ft).

[9] Produced by Stelia Aerospace, its main freight door has 24 latches, and the nose includes the cockpit, while a four-seat courier section is supplied by Airbus.

[9] Deharde Aerospace and the P3 group provide the upper fuselage, while Aciturri produces the horizontal tail plane extension, auxiliary and ventral fins.