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An-124 is powered by four Lotarev D-18 turbofan engines, each capable of generating up to 238–250 kN of thrust. To reduce the landing distance required, thrust reversers are present.[9] Pilots have stated that the airlifter is relatively light on the controls and is easy to handle for an aircraft of its size.[33] A pair of TA18-200-124 auxiliary power units (APUs) are accommodated within the main landing gear fairings.[9] As a consequence of the heat and blast effects produced by these APUs, some airports require pavement protection to be deployed.[34]

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The world's most powerful engines. Up to 115,000 pounds (about 52163.08 kg) of thrust per engine; meets stringent international standards for emissions.

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The Trailing edge flaps improve the takeoff and landing performance of the airplane. When the flaps extend, they increase the lift of the wing.

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The slats are located along the entire length of the leading edge of the wing, and help produce extra lift for takeoff and landing. The slats have three positions: Cruise (up), Takeoff (sealed, or mid), and landing (gapped, or fully extended).

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The Boeing 777 has 14 spoiler panels. In the normal mode, when used as speed brakes, spoilers 5 and 10 are available as ground speed brakes only. In the secondary and direct modes, spoilers 4, 5, 10, and 11 are locked out.

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The primary flight controls on the Boeing 777 serve the purpose of allowing the pilot to maneuver the aircraft safely and precisely. By using these controls, the pilot can maintain stability in the air, perform turns, climb or descend, and other such maneuvers during 5 different phases of flight.

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The ailerons are typically located near the wingtips to maximize their effectiveness in controlling the roll motion while the elevator is positioned at the rear of the aircraft, on the horizontal stabilizer, to control the pitch. Lastly, the rudder is placed at the trailing edge of the vertical stabilizer to control the yaw motion.

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The shape of the primary flight controls is designed to optimize their aerodynamic efficiency. The specific airfoil shapes and control surface contours help generate the desired control forces with minimal drag.

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The size of the primary flight controls on the Boeing 777 is to provide the necessary control for safe and efficient flight. The dimensions of the ailerons, elevator, and rudder are determined based on the aircraft's size and performance requirements.

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The position of the rudder is to be able to turn better using the fulcrum theory which allows it to maximize turning motion while minimizing force needed.

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The shape of the control surfaces is designed in such a way to minimize drag and maximize efficiency.

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The size of the control surfaces, such as ailerons, elevator, and rudder, is determined based on the size of the aircraft. These surfaces need to provide sufficient authority for the pilot to control the aircraft effectively. Since the aircraft is relatively small compared to conventional ones, its flight controls are also smaller.

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The An-124 starts accelerating down the runway using its 4 powerful engines. As it gains speed, the wings generate lift, and the control surfaces are used to maintain stability. The elevators go up, causing more force to push down on the tail, lifting up the nose of the aircraft and changing the angle of attack on the wings, increasing lift.

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Krueger flaps are located along the leading edge of the wing and are hinged at the front. Flats are swept-back, tapered, and mid-mounted on the body. There are 12 spoilers on each wing forward of the trailing edge flaps. It utilizes a system of leading-edge Krueger flaps and triple-slotted Fowler flaps to increase lift and improve low-speed performance during takeoff and landing.

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The AN-124 Ruslan features a high-wing configuration, where the wings are mounted on the top side of the fuselage. The design of the aircraft allows easy loading and unloading of cargo.

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The AN-124 Ruslan is one of the largest aircraft in the world. It measures 68.96 meters in length, a wingspan of approximately 73.3 meters and a height of about 20.78 meters. Because of its enormous size, it can carry heavy cargo which includes military equipment and heavy machinery.

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The primary flight controls maintain the aircraft's attitude and direction, while the engines provide thrust to maintain a stable speed and altitude. The secondary flight controls, such as the spoilers/speed brakes may be adjusted to maintain the aircraft's stability and efficiency.

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The primary flight controls control the aircraft's pitch, roll, and yaw to align it with the runway while maintaining a stable approach. The secondary flight controls, such as flaps, slats, and spoilers, are extended to increase lift and drag, allowing the aircraft to descend at a more controlled rate. The thrust reversers on the engines are also used to provide additional braking force, along with the aircraft's brakes, to slow it down after touchdown for a safer landing.

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The elevators maintain the aircraft's pitch and altitude, while the ailerons and rudder are used to control the aircraft's bank angle and heading. The secondary flight controls are retracted to reduce drag and increase the aircraft's efficiency.

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The secondary flight controls, such as flaps and slats, extend to increase the lift while reducing the aircraft's stall speed, allowing it to take off at a lower speed.

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The Airbus A380 has leading-edge slats located further out on the wing. Its purpose is to increase lift in low-speed operations such as take-off and landing. Located at the wings.

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The A380 also features speed brakes, which are spoilers that can be extended during flight to increase drag and reduce speed. Placed at the pitch. Located at the wings.

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The A380 features several different flap settings, including a double-slotted flap design that provides improved lift and efficiency. Placed at the pitch to allow for better lift with the wings. It has a droop design and is called nose droop by Airbus. Located at the wings.

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Located on the left and right sides of the airplane’s tail, a horizontal stabilizer is designed to maintain the airplane’s trim. In works by creating an upwards force that balances the airplane, horizontally, during flight. As the airplane flies, its horizontal stabilizers will push the air upwards to prevent swings in trim.

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A380 has very large vertical stabilizers of 48ft to create enough yaw control. The area of the vertical stabilizer needs to be larger than that on longer aircraft.

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The aileron is split into three separate pieces to reduce work on the hydraulic and electrical systems, as well as reducing stress on the wings and airframe. With these ailerons near the wingtip, they can also flex the wing to change direction.

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The A380's wings are sized for a maximum takeoff weight (MTOW) over 650 tones to accommodate these future versions, albeit with some internal strengthening required on the A380F freighter.  The optimal wingspan for this weight is about 90 m (300 ft), but airport restrictions have limited it to less than 80 m (260 ft), thereby lowering the aspect ratio to 7.8 which reduces fuel efficiency by about 10% and increases operating costs a few percent.

The wings incorporate wingtip fences that extend above and below the wing surface. These increase fuel efficiency and range by reducing induced drug. The wingtip fences also reduce wake turbulence, which endangers following aircraft.

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Length  | 72.73 m
Wingspan  | 79.80 m
Height  | 24.10 m

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- the landing gear in the wings could be as short as possible while being long enough to prevent a tail strike during rotation and allowing the spar to pass below the floor.

- A dihedral wing increases the lateral stability in flight

- the whole wing structure stays below the passenger deck

- the A380 has a particularly large and thick wing, so the structure needed to keep the left and right half together is a bit thicker than the space below the passenger deck