front to the ramp; with the ramp included, the total cabin length is . In comparison, the turbofan-powered Il-76 has a lower cross-sectional cargo area, but exceeds the An-70 in payload capability and ramp length. The An-70's cargo hold is serviced by four electrical hoists that facilitate autonomous cargo loading. A central floor can be rapidly installed for the accommodation of 300 soldiers or 200 injured personnel over two decks. Similar to the An-124, the An-70 design makes extensive use of titanium and composites to keep weight to a minimum and increase damage resistance. Approximately 25 percent of the airframe is made of carbon-fibre composites, which are primarily used on control surfaces and the tail assembly, while aluminium and steel alloys are used for the rest of the structure. The An-70 has a designed life of 45,000 hours over 15,000 flights. The prototypes had a fly-by-wire flight-control system that comprised three digital channels and six analog channels; it was expected that production aircraft would have a four-channel digital fly-by-wire system. Aircraft and system information are mainly relayed to the pilot and co-pilot via six large multi-function CRT displays, with secondary electro-mechanical instruments and head-up displays; a flight engineer position is also present on the prototypes. Variants An-70T A version of the An-70 sans suffix adopted for the civilian market. An-70T-100 A proposed lighter version of the An-70T with two D-27 propfans and simplified landing gear for civilian use. The variant was intended to haul of cargo over a distance of , or for . An-7X A proposed version of the An-70 intended for the Western European market. An-77 Proposed in July 2017 for joint development between the U.S. and Ukraine, this modernized version of the An-70 would fill the gap between the C-130 and the C-17. It could also replace the An-12 and Il-76 military transporters. At the Eurasia Airshow in April 2018, Antonov announced that it would work with Turkey's Turkish Aerospace Industries (TAI) in redeveloping the An-77 aircraft to meet current-day requirements. An-112KC A proposed aerial refueling version of the An-70, except with two jet engines from the team of U.S. Aerospace and Antonov for the U.S. Air Force's KC-X program. The USAF rejected the proposal, and the appeal was later dismissed. An-170 A heavy-lift version with a stretched fuselage and greater wing span. The aircraft would be powered by the Progress D-227, a more powerful derivative of