[6] After the dissolution of the Soviet Union, commercial operations were quickly pursued for the An-124, leading to civil certification being obtained by Antonov on 30 December 1992.

Various commercial operators opted to purchase the type, often acquiring refurbished ex-military airlifters or stored fuselages rather than new-build aircraft.

However, in August 2014, it was reported that the planned resumption of manufacturing had been shelved due to the ongoing political tensions between Russia and Ukraine.

During the 1970s, the Military Transport Aviation Command (Komandovaniye voyenno-transportnoy aviatsii or VTA) arm of the Soviet Air Forces had a shortfall in strategic heavy airlift capacity.

A declassified 1975 CIA analysis concluded that the USSR did "...not match the US in ability to provide long-range heavy lift support.

"[9] Soviet officials sought not only additional airlifters, a substantial increase in payload capacity was also desirable so that the same task could be completed with fewer trips.

The design produced broadly resembled the Lockheed C-5 Galaxy, an American strategic airlifter, but also incorporated numerous improvements, the greater use of carbon-fibre composites in its construction (comprising around 5% of the aircraft's total weight) and the more extensive use of titanium being amongst these benefits.

[10] Following the fall of the Soviet Union, commercial operations of the An-124 became an increasingly important area of activity; to this end, civil certification was sought for the type by Antonov; this was issued on 30 December 1992.

[16] During the early 2000s, the cargo operator Volga-Dnepr opted to upgrade its An-124 freighter fleet, these works included engine modifications to conform with chapter four noise regulations, various structural improvements that increased service life, and numerous avionics and systems changes to facilitate four person operations, reducing the crew needed from six or seven.

[20] During late 2009, Russian President Dmitry Medvedev ordered production of the aircraft resumed; at this point, Russia was expected to procure 20 new-build An-124s.

[21][22] In August 2014, Jane's reported that, Russian Deputy Minister of Industry and Trade Yuri Slusar announced that production of the An-124 had been stopped as a consequence of the ongoing political tensions between Russia and Ukraine.

It was believed that this would likely provide a range increase; as Volga-Dnepr Group operated 12 aircraft, the change would imply purchasing between 50 and 60 engines with spares.

[23] At MAKS Air Show in 2017, the Central Aerohydrodynamic Institute (TsAGI) announced its An-124-102 Slon (Elephant) design to replace the similar An-124-100.

The Russian MoD wants a range of 4,100 nmi (7,600 km) with five Sprut-SDM-1 light tanks, their 100 crew[clarification needed] and 300 armed soldiers.

[26][27][28] On 26 March 2020, TsAGI released new pictures of a wind tunnel model, announcing that the researchers of the Institute had completed the first cycle of aerodynamic testing; the results confirmed the characteristics laid down during preliminary studies.

An aircraft with a similar role, it externally bears numerous similarities to the American Lockheed C-5 Galaxy, having a double fuselage to allow for a rear cargo door (on the lower fuselage) that can open in flight without affecting structural integrity, as well as the arrangement of flight control surfaces, such as the slats, flaps, and spoilers, resembling the layout of the C-5.

Largely due to the limited pressurisation of its main cargo compartment (24.6 kPa, 3.57 psi),[32][31] the airlifter has seldom been used to deploy paratroopers or to carry passengers, as they would typically require oxygen masks and cold-weather clothing in such conditions.

According to the contract An-124-100s of Antonov Airlines and Volga-Dnepr are used within the limits of NATO SALIS programme to transport cargo by requests of 18 countries: Belgium, Hungary, Greece, Denmark, Canada, Luxembourg, Netherlands, Norway, United Kingdom, Poland, Portugal, Slovakia, Slovenia, Finland, France, Germany, Czech Republic and Sweden.

ULA also uses the An-124 to transport the Atlas V launch vehicle and Centaur upper stage from their manufacturing facility in Denver, Colorado to Cape Canaveral and Vandenberg Space Force Base.

[12] As of June 2019[update], five accidents with An-124 hull losses have been recorded involving a total of 97 fatalities,[82][81] including: Data from Jane's all the World's Aircraft 2006-07,[89] Volga-Dnepr[90]General characteristics Performance