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Antonov An-124 Ruslan

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Antonov
IndustryAerospace, Aircraft manufacturing
Founded1946; 80 years ago (1946)
FounderOleg Antonov
Headquarters
Kyiv
,
Ukraine
ProductsAircraft, including Antonov An-124 Ruslan
Websitewww.antonov.com

Overview

The Antonov An-124 Ruslan (Russian: Антонов Ан-124 Руслан; Ukrainian: Ан-124 Руслан, lit. 'Ruslan, meaning 'lion'', NATO reporting name: Condor) is a substantial four-engine strategic airlift aircraft developed during the 1980s by the Antonov design bureau located in the Ukrainian SSR of the former Soviet Union (USSR). Ranking as the world's second heaviest production cargo airplane by maximum takeoff weight, it stands as the largest operational cargo aircraft globally, surpassed only by the unique and now destroyed Antonov An-225 Mriya, which was an expanded variant derived from the An-124.[2] The An-124 remains the largest military transport aircraft currently in active service.Cite error: The opening <ref> tag is malformed or has a bad name

Development and Production

Initial design efforts for what was originally designated Izdeliye 400 (Product #400) began in 1971 at the Antonov Design Bureau. This initiative responded to a critical need within the Soviet Air Forces' Military Transport Aviation Command (Komandovaniye voyenno-transportnoy aviatsii or VTA) for enhanced heavy airlift capabilities. Two final assembly plants were established to manufacture this aircraft: one located at Aviastar-SP (formerly Ulyanovsk Aviation Industrial Complex) in Ulyanovsk, Russia, and another at the Kyiv Aviation Plant AVIANT in Ukraine. Assembly work on the first airframe commenced in 1979. The An-124, occasionally referred to as the An-40 in Western contexts during the Cold War era, completed its maiden flight on 24 December 1982. It was publicly unveiled to Western audiences at the 1985 Paris Air Show. Viktor Tolmachev served as Chief Engineer for both the An-124 and its derivative, the An-225.Cite error: The opening <ref> tag is malformed or has a bad name

Following the collapse of the Soviet Union, Antonov swiftly pursued certification for civil operations, achieving this milestone on 30 December 1992. Numerous commercial operators subsequently acquired An-124s, often opting for refurbished former military units or stored airframes instead of newly constructed aircraft.

Operational Status and Recent Developments

As of July 2013, there were reportedly 26 An-124s active in commercial fleets, with an additional ten aircraft on order.[3] In 2008, plans emerged for Russia and Ukraine to collaboratively restart production of this model. At one stage, Russia intended to procure 20 new-built airlifters. However, due to escalating political tensions stemming from the Russo-Ukrainian conflict, these manufacturing plans were suspended in August 2014.[4] By 2019, approximately 26 An-124s remained operational within commercial service.

Background

In the 1970s, the Military Transport Aviation Command (Komandovaniye voyenno-transportnoy aviatsii or VTA) within the Soviet Air Forces faced a deficiency in strategic heavy airlift capabilities. At that time, its largest aircraft fleet comprised roughly 50 Antonov An-22 turboprops, which were primarily deployed in tactical missions. A declassified CIA report from 1975 highlighted that the USSR did "...not match the US in ability to provide long-range heavy lift support." Soviet authorities aimed not only to increase the number of airlifters but also sought a significant enhancement in payload capacity to reduce the number of sorties required for equivalent transport tasks.

File:Polet Antonov An-124 cockpit Pashnin.jpg
Polet Flight An-124 cockpit

The design phase for this project began in 1971 at the Antonov Design Bureau, with Viktor Tolmachev serving as the chief designer for both the An-124 and its larger derivative, the An-225. During its development, the aircraft was internally designated Izdeliye 400 (Product #400) and was referred to as An-40 in Western circles. Its overall configuration bore resemblance to the American strategic airlifter, the Lockheed C-5 Galaxy, but featured multiple advancements. These included a higher proportion of carbon-fibre composites, accounting for approximately 5% of the aircraft’s weight, and greater incorporation of titanium. The primary construction material was aluminium alloy, supplemented by limited use of both steel and titanium alloys. Unlike the C-5, however, this model did not possess a fully pressurized cargo compartment nor was it equipped for air-to-air refueling.

Construction of production facilities commenced in 1973, establishing two distinct final assembly lines: one operated by Aviastar-SP (formerly Ulyanovsk Aviation Industrial Complex) in Ulyanovsk, Russia, and another by the Kyiv Aviation Plant AVIANT in Ukraine. The program sourced components and systems from over 100 factories throughout Eastern Europe. Production of the first airframe began in 1979.

The aircraft completed its inaugural flight on 24 December 1982. It made its first public appearance in Western countries three years later at the 1985 Paris Air Show. After the dissolution of the Soviet Union, commercial utilization of this aircraft became increasingly prominent. Consequently, Antonov pursued civil certification for the type, which was granted on 30 December 1992.

Post-Soviet Era Progress

Throughout the 1990s and extending into the mid-2000s, numerous An-124 aircraft were sold to commercial operators. Many of these units were previously military planes that Antonov refurbished before delivery or incomplete fuselages that had been preserved, rather than newly manufactured aircraft. In the early 2000s, the cargo airline Volga-Dnepr undertook modernization of its An-124 fleet, which included engine upgrades to meet chapter four noise standards, structural enhancements to prolong operational life, and various avionics and system updates allowing for a reduced crew from six or seven down to four personnel.

In April 2008, it was announced that Russia and Ukraine had reached an agreement to recommence An-124 production during the third quarter of that year. Shortly afterward, a new model named the An-124-150 was introduced, boasting several enhancements including an increased maximum payload capacity of 150 tonnes. Despite this, by May 2009, Antonov’s Russian partner, the United Aircraft Corporation, declared no plans to manufacture An-124s between 2009 and 2012. Later in 2009, Russian President Dmitry Medvedev directed the resumption of production, with Russia anticipating the acquisition of 20 newly built An-124 aircraft. However, by August 2014, Jane's reported that Russian Deputy Minister of Industry and Trade Yuri Slusar confirmed production had ceased due to escalating political tensions between Russia and Ukraine linked to the ongoing conflict.

By late 2017, the Aviastar-SP facility in Ulyanovsk, Russia, had upgraded multiple An-124s, with three reportedly scheduled for return to service within the following year. As relations between Russia and Ukraine further deteriorated, Antonov began seeking alternative suppliers while also pursuing modernization efforts aimed at westernizing the An-124. In 2018, American engine manufacturer GE Aviation explored re-engining options with CF6 engines for CargoLogicAir, a subsidiary of Volga-Dnepr. This initiative was expected to enhance range capabilities; given Volga-Dnepr Group’s operation of twelve aircraft, this would necessitate procuring approximately 50 to 60 engines including spares. Concurrently, Russian engine developer Aviadvigatel announced plans for an advanced version of its PD-14 engine—designated PD-35—for use on an upgraded Russian-made An-124 variant. This engine promises roughly 50% more power compared to the current Ukrainian Progress D-18T engines.

In January 2019, Antonov unveiled intentions to restart An-124 production independently of Russian involvement.

Russian successor project

During the 2017 MAKS Air Show, the Central Aerohydrodynamic Institute (TsAGI) unveiled its design for the An-124-102, known as the Slon (Elephant), intended to supersede the An-124-100 model. Detailed plans were presented in January 2019, with wind tunnel evaluations planned for August to September of that year. Production is slated to occur at the Aviastar-SP facility located in Ulyanovsk. The aircraft is designed to carry 150 t (330,000 lb) across 3,800 nmi (7,000 km), an increase from 1,675 nmi, 3,102 km, or alternatively, transport 180 t (400,000 lb) over a distance of 2,650 nmi (4,910 km) at a cruising speed of 460 kn (850 km/h). The Russian MoD requires a range capability of 4,100 nmi (7,600 km) while transporting five Sprut-SDM-1 light tanks along with their 100 personnel, or alternatively 300 armed troops.[5]

The An-124-102 variant is projected to be larger, measuring 82.3 m (270 ft) in length, compared to the previous length of 69 m (227 ft). Its wingspan is expected to extend between 87–88 m (286–290 ft), up from 73.3 m (240.5 ft), and it will stand at a height of 24.0 m (78.7 ft) versus the former 21.0 m (68.9 ft).[6] The design incorporates a new composite wing with an increased aspect ratio, and an airframe weighing between 214–222 t (472,000–489,000 lb), enabling a maximum takeoff weight of approximately 490–500 t (1,080,000–1,100,000 lb). Propulsion will be provided by Russian-made PD-35 engines developed for the CR929 widebody aircraft, delivering thrust of around 35 tf (77,000 lbf), a significant enhancement over the previous 23 tf (51,000 lbf). Two fuselage configurations are planned: one tailored for Volga-Dnepr with a width of 5.3 m (17.4 ft), an increase from the An-124's original 4.4 m (14.4 ft), and another for the Russian Ministry of Defense measuring 6.4 m (21 ft) wide to accommodate vehicles arranged in two rows.[5]

On 5 November 2019, TsAGI published images depicting a scale model measuring 1.63 m (5 ft 4 in) in length and 1.75 m (5 ft 9 in) in width ahead of scheduled wind tunnel experiments.[7][8][9] Subsequently, on 26 March 2020, TsAGI released updated photographs of the wind tunnel model and announced completion of the initial aerodynamic testing phase; findings validated the performance parameters established during earlier assessments.[10]

Design

File:AN124RampDown.JPG
An-124-100 in kneeling position with front ramp lowered (nose landing gear retracted)
File:Forward ramp.jpg
Close-up of kneeling mechanism
File:Nose gear up.jpg
Nose gear extended, aircraft not kneeling

The Antonov An-124 Ruslan is a large, four-engine jet designed for strategic airlift missions. It shares several external design features with the American Lockheed C-5 Galaxy, including a double-deck fuselage that incorporates a rear cargo door situated on the lower fuselage, capable of opening during flight without compromising structural integrity. Additionally, the configuration of its flight control surfaces—such as leading-edge slats, flaps, and spoilers—closely resembles that of the C-5. Compared to the C-5, the An-124 has a marginally shorter fuselage but a slightly wider wingspan and can transport approximately 17% more payload. Unlike the C-5’s distinctive T-tail, the An-124 employs a conventional empennage similar to that found on the Boeing 747. The aircraft utilizes a hybrid fly-by-wire control system that combines electronic controls with traditional mechanical linkages, arranged to provide redundancy in case of failure in any single hydraulic circuit.

In its typical military configuration, a single An-124 can internally accommodate up to 150 tonnes of cargo and has seating for 88 passengers located on an upper deck behind the wing’s center section. The forward portion of this upper deck houses the flight crew and cockpit, with access between decks provided by two foldable internal ladders. The cargo hold measures approximately 36 by 6.4 by 4.4 meters, which is about 20% larger than the main cargo bay of the C-5 Galaxy (36.91 by 5.79 by 4.09 meters). Due to limited pressurization in the primary cargo area (24.6 kPa or 3.57 psi), it is rarely used for paratroopers or passenger transport since occupants would require supplemental oxygen and protective clothing for cold conditions. In contrast, the upper deck is fully pressurized for crew and passenger comfort. The cargo floor is constructed entirely from titanium—a costly material choice—allowing it to support nearly any heavy vehicle load, including multiple main battle tanks.

Propulsion comes from four Lotarev D-18 turbofan engines, each delivering thrust between 238 and 250 kN. To minimize landing rollout distance, thrust reversers are installed on each engine. Pilots have noted that despite its size, the An-124 handles with relatively light control forces and is straightforward to operate. Two TA18-200-124 auxiliary power units (APUs) are housed within the main landing gear fairings; however, their exhaust heat and blast necessitate pavement protection at some airports during operation. The landing gear consists of 24 wheels equipped with oleo strut suspension designed to absorb rough terrain impacts and enable the aircraft to "kneel," facilitating loading and unloading through the front cargo door. Additional loading aids include an onboard overhead crane capable of lifting up to 30 tonnes within the cargo bay and winching equipment able to handle items weighing as much as 120 tonnes. The An-124 is typically fitted with two radar systems: one dedicated to ground mapping and navigation, and another for weather detection purposes.

Operational history

File:KSC-20200519-PH-KLS01 0051~orig.jpg
An-124 unloading the main stage of an Atlas V rocket

Throughout the 2000s, Germany led a project to lease An-124 aircraft to fulfill NATO's strategic airlift needs. Two planes were rented from SALIS GmbH as a temporary measure until the Airbus A400M entered service. Under the NATO SALIS initiative, NAMSA charters six An-124-100 transport planes. The agreement allows An-124-100s operated by Antonov Airlines and Volga-Dnepr to be utilized for cargo transport on behalf of 18 member nations: Belgium, Hungary, Greece, Denmark, Canada, Luxembourg, Netherlands, Norway, United Kingdom, Poland, Portugal, Slovakia, Slovenia, Finland, France, Germany, Czech Republic, and Sweden. Two An-124-100s are permanently stationed at Leipzig/Halle airport under full-time charter. The contract also stipulates that if required, two additional aircraft can be deployed within six days’ notice and another two within nine days’ notice. These aircraft have demonstrated significant value for NATO operations, particularly in Iraq and Afghanistan.

File:Loading ramp of an An-124.jpg
An An-124 transporting a mobile air traffic control tower to Haiti

United Launch Alliance (ULA) employs the An-124 to move the Atlas V launch vehicle from its Decatur, Alabama facility to Cape Canaveral. Additionally, ULA utilizes the An-124 to carry both the Atlas V rocket and its Centaur upper stage from their manufacturing plant in Denver, Colorado to launch sites at Cape Canaveral and Vandenberg Space Force Base. Each launch vehicle transfer requires two separate flights—one for the Atlas V main booster and another for the Centaur upper stage. Furthermore, Space Systems Loral contracts the An-124 to deliver satellites from Palo Alto, California to the Arianespace spaceport located in Kourou, French Guiana. SpaceX also relies on the An-124 for transporting payload fairings between their Hawthorne, California factory and Cape Canaveral.

By 2013, the An-124 had reportedly operated at 768 airports across more than 100 countries.

As of late 2020, three commercial operators continued flying the An-124: Antonov Airlines with seven aircraft, Volga-Dnepr Airlines operating twelve, and Maximus Air Cargo with one. In November 2020, Volga-Dnepr announced an indefinite grounding of its An-124 fleet to carry out inspections on all 60 engines (including spares) following an uncontained engine failure on 13 November 2020 near Novosibirsk. By 29 December 2020, Volga-Dnepr had returned its first An-124-100 back to operational status.

Noteworthy Operations

File:US Navy 040429-N-7949W-001 The Deep Submergence Rescue Vehicle Mystic (DSRV 1) is carefully loaded onto a Russian-built An-124 Condor (Antonov).jpg
The Deep Submergence Rescue Vehicle "Mystic" being loaded at Naval Air Station North Island, California, United States
  • In May 1987, an An-124 achieved a world record by flying 20,151 km (10,881 nmi) nonstop, setting a new benchmark for range without refueling. The journey lasted 25 hours and 30 minutes, with the aircraft taking off at a weight of 455,000 kg.Template:Fix/category[citation needed]
  • During July 1985, the An-124 transported a payload of 171,219 kg (377,473 lb) to an altitude of 2,000 m (6,600 ft), and carried 170,000 kg up to 10,750 m (35,270 ft).[11]
  • In June 1994, the An-124 facilitated the transport of the first IE 201 Class diesel-electric locomotive from the General Motors Diesel facility in London, Ontario, Canada to Dublin, Ireland, where it underwent clearance testing and crew training prior to shipment of additional units.[12]
  • In April 2005, an An-124 was employed to repatriate the Obelisk of Axum from Rome back to Ethiopia.[13]
  • Following the Hainan Island incident on July 4, 2001, an An-124 was tasked with transporting an EP-3E Aries II electronic intelligence aircraft from Hainan Island, China.Template:Fix/category[citation needed]
  • On February 26, 2009, the first Bombardier Movia railcar for the Delhi Metro was airlifted aboard an An-124.[14]
  • In July 2010, an An-124 transported seven skimmer boats—four measuring 35 feet and three at 21 feet—from France to the United States to support cleanup efforts following the Deepwater Horizon oil spill.[15]
  • In April 2011, Germany dispatched an An-124 carrying a large Putzmeister concrete pump from Germany to Japan to aid in cooling reactors damaged during the Fukushima nuclear accident.[16] Subsequently, an even larger Putzmeister concrete pump was transported by the An-225 from the United States to Japan.[17]
  • In May 2018, an An-124 was utilized to airlift an exceptionally heavy die tool weighing approximately 87,000 lb from Eaton Rapids, Michigan in the US to Nottingham, England. This operation was critical for resuming Ford F-150 manufacturing after a fire at the Eaton Rapids Magnesium Casting Facility.[18]
  • During the German military's withdrawal from Afghanistan in 2021, multiple An-124s were employed by the Bundeswehr to airlift equipment including two NH-90 helicopters from Mazar-i-Sharif back to Leipzig.[19][20]
  • Amidst the COVID-19 pandemic, numerous An-124 flights were deployed for transporting face masks and other essential medical supplies from China to various international destinations. For instance, Terio International Inc. conducted a direct flight between Nanjing and Montréal on June 7, 2020.[21][22]
  • On February 24, 2022, during the Battle of Antonov Airport near Kyiv, Russian artillery destroyed an An-124 bearing registration UR-82009. After completing their commercial missions, five additional Ukrainian An-124s were rerouted to Leipzig.[23][24]
  • On March 3, 2023, an An-124 delivered humanitarian relief totaling approximately 101 tons for victims affected by the earthquake in Turkey and Syria.[25][26]
  • On June 9, 2023, Canadian authorities seized an An‑124 at Toronto Pearson Airport after it became stranded due to Canadian airspace restrictions imposed on Russian aircraft navigation.[27]

Variants

File:Volga-Dnepr Antonov An-124-100M-150 and Cubana Ilyushin Il-96-300.jpg
An Antonov An-124-100M-150 from Volga-Dnepr Airlines displayed with its nose cargo door open at MAKS 2005 in Moscow – Zhukovskiy; a Cubana de Aviación Ilyushin Il-96 is visible in the background
An-124 Ruslan
A strategic heavy airlift aircraft
An-124-100
A version designed for commercial cargo transport
An-124-100M-150
This model features an increased payload capacity of 150 tonnes (maximum takeoff weight of 420 tonnes) and is equipped with upgraded Lotarev D-18T series 4 engines; one unit was converted from an An-124-100[28]
An-124-102 Slon
A commercial transport variant featuring an EFIS cockpit, developed by TsAGi as part of the replacement program
An-124-115M
A planned version incorporating EFIS technology based on Rockwell Collins avionics components
An-124-130
A proposed configuration
An-124-135
Designed with a single seat at the rear, dedicating approximately 1,800 square feet of the fuselage to cargo space
An-124-200
A conceptual design powered by General Electric CF6-80C2 engines, each delivering 59,200 lbf (263 kN) thrust
An-124-210
A joint submission with Air Foyle intended to fulfill the UK's Short Term Strategic Airlifter (STSA) requirement, featuring Rolls-Royce RB211-524H-T engines rated at 60,600 lbf (264 kN) and equipped with Honeywell avionics. The STSA competition was initially canceled in August 1999, later reinstated, and ultimately awarded to the Boeing C-17A.
An-124-300
A future model planned with enhanced engines offering greater thrust. This variant was ordered by the Russian Aerospace Forces in 2020.[29]
An-418
A proposed passenger aircraft intended to rival the Airbus A380, but the project was discontinued.

Operators

Main article: List of Antonov An-124 operators
File:An-124 RA-82028 in formation with Su-27 09-May-2010.jpg
An An-124 from the 224th Flight Unit flying alongside two Sukhoi Su-27 jets of the Russian Falcons during the 2010 Moscow Victory Day Parade

Notable accidents

As of November 2020, there have been five hull-loss incidents involving the An-124, resulting in a total of 97 fatalities,[30][31] including:

  • On 13 October 1992, the aircraft СССР-82002 operated by Antonov Airlines crashed near Kyiv, Ukraine during flight testing due to failure of the nose cargo door during a high-speed descent test, leading to complete loss of control. The plane crashed into a forest close to Kyiv, resulting in eight fatalities among nine crew members.[32]
  • On 15 November 1993, RA-82071 operated by Aviastar Airlines crashed into mountainous terrain at approximately 11,000 feet (3,400 m) while holding near Kerman, Iran. The accident claimed the lives of all seventeen occupants.[33]
  • On 8 October 1996, RA-82069 owned by Aeroflot but operated by Ajax Cargo, flying as Aeroflot Flight 9981, crashed during a go-around at San Francesco al Campo, Italy after an approach in low visibility to runway 36 at Turin Caselle Airport. Four people lost their lives.[34]
  • On 6 December 1997, RA-82005 operated by the Russian Air Force crashed shortly after takeoff in Irkutsk, Russia into a residential area. The accident resulted in the deaths of all twenty-three onboard and forty-nine individuals on the ground.[35]
  • On 13 November 2020, Volga-Dnepr Airlines Flight RA-82042 experienced an uncontained engine failure on its second engine shortly after departing Novosibirsk, Russia. Following landing back at Novosibirsk, the aircraft veered off the runway and its nose landing gear collapsed.[36] Subsequently, on November 25th, Volga-Dnepr voluntarily suspended operations for its entire An-124 fleet.[37] By December 29th, Volga-Dnepr had restored service for its first An-124–100 unit.[38]

Specifications (An-124-100M)

File:Antonov An-124 3-view.svg
Three-view illustration
File:An-124 PL-R.svg
Payload–range chart

Template:Aircraft specs

See also

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Citations

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named 100Perf
  2. ↑ While the upgraded An-124-100M-150 model offers a payload capacity approximately 7% greater than that of the operational Boeing 747-8F, the 747-8F boasts more than twice the range at 5,050 mi (8,130 km) when carrying a payload of 295,800 lb (134,200 kg), compared to the An-124-100M-150’s performance at the same load. The An-124-100M-150 can transport less than half that payload over an equal distance.[1]
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named FI13
  4. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named janes_stop
  5. ↑ 5.0 5.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  12. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  13. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  15. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  16. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  19. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  21. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  26. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  27. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  28. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  29. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  30. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  31. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  32. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  34. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  35. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  36. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

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Further reading

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External links

Template:External media File:Commons-logo.svg Media related to Lua error in Module:Commons_link at line 62: attempt to index field 'wikibase' (a nil value). at Wikimedia Commons

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