Initially Antonov was conservative in his use of these new materials. As a result (and bearing in mind that Brezhnev was Premier and the Soviet Union was a Communist society where designers could disappear to the gulag as quickly as they reappeared), Antonov started developing various aircraft panels, doors and trim tabs that offered the strength of a layered structure and at the same time allowed the production side of the company to refine its manufacturing processes.
After these initial successes, Antonov decided to commit more deeply. For example, when developing his AN-124 variant, the aircraft carried external composite wing and fuselage panels along with various other critical internal structures. Together, these sub-assemblies comprised a significant portion of all internal and external structural components in the airplane.
Next came the AN-70, which was completed in 1994. In this design the total weight of all of the composites in the aircraft came to just under 15,000 lbs, with 50% of the composite sub-assemblies built by hand, and the remaining parts fabricated via automated or C&C systems. Once the prototype began to fly, the design team continued to develop minor composite refinements to the aircraft as it was tested, but the previously developed structures continued to show significant durability. For example, in 2001 the aircraft experienced a forced landing, and after taking the tail assembly off for an exhaustive investigation, the team found no deformations or other structural issues with all the composite assemblies.
The AN-225 was, and continues to be, the largest transport airplane in the world. The aircraft was developed with the primary goal of supporting Russia's Buran space shuttle program. As with the AN-70, the aircraft carries significant numbers of composite components. However, as a result of concerns associated with the projected total weight of the airplane, composite components allowed the the team to reduce final tally. In the tail assembly, and toughened graphite was used to strengthen the vertical stabilizer, as well as the horizontal elevator. Additionally, the airplane's engine nacelles are made of composite materials, as well as much of the airplane's underbelly plus its flaperon control surfaces.
Antonov was not only innovative intellectually but also quick to apply new materials thinking in his airplanes including characteristics associated with the "black gold" of composite technology. Had he not done so, the list of significant heavy-lift transport airplanes he designed would not have been nearly as plentiful or significant.