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Date: 2025-08-21 Page is: DBtxt003.php txt00028977

AIRCRAFT THE ANTONOV AN225 Aviatrix: The NEW Antonov-AN225 Is Making a HUGE Comeback & JUST SHOCKED Everyone! INTERESTING CONJECTURE PLAY YOUTUBE VIDEO Original article: https://www.youtube.com/watch?v=4OsKuvsOb3E
The NEW Antonov-AN225 Is Making a HUGE Comeback & JUST SHOCKED Everyone! Aviatrix Aug 5, 2025 54.6K subscribers ... 33,286 views ... 1.1K likes The Antonov AN225 was among the first victims of the Russian full-scale invasion of Ukraine in early 2022. Following the battle of Hostomel Airport, the AN225, also known as the Mriya, was obliterated and with that, it was evident that its end had finally come. ⚠️ Disclaimer: Content Context: This video discusses unverified information and theories from the internet and various news outlets. It is for educational and informative purposes, not endorsed as facts. Intention: Aviatrix does not aim to defame or discredit any individuals, organizations, or groups mentioned. The goal is to stimulate thoughtful discussion and critical thinking. Educational Purpose: This content aims to foster understanding and discussion on complex and controversial aviation topics, encouraging viewers to seek additional authoritative sources. ✈️ Don't forget to LIKE and SUBSCRIBE for more aviation content! ✈️ Tags:Aviation,Boeing,Airbus,embraer,aviation,commercial,embraer e2,embraer 190,Planes,Plane,Airplane,Airplanes,planes,flying,avgeek,aviationnews,flight,flight review,story,flight story,embraer news,embraer 195 e2,embraer e195 e2,embraer c-390 millennium,boeing news,airbus news,boeing,airbus,aviation news,aircraft,new aircraft,new aircraft carrier,embraer e2 takeoff,embraer e2 cockpit,flight deck embraer 190-e2,embraer praetor,747,777,flight deck embraer 190 Peter Burgess COMMENTARY To be clear, this is a hypothetical scenaria ... not factual news reporting. I do, however, find it interesting, and full of ideas that should be developed. I am reminded that the US B52 bomber has an airframe that was designed more than 50 years ago. The US fleet of B52s is being erengined (now in 2025) to make it fit for purpose for spome 40 more years! The one completed Antonov AN225 was completely destroyed early in the Russian aggression. Two or three more of these planes were going to be built during the Soviet time, but were cancelled more than two decades ago. There are assignments that a modern build of an updated Antonov 225 could undertake that would be useful. The cost would be high. Though the cost would be high ... it is possible that the value might be higher. Conventional cost accounting cannot justify moving forward with an Antanov 225 rebuild ... but comprehensive value accounting along TVM lines might deliver a different result This is probably worth doing! The Antonov 225 taking off Peter Burgess Transcript 0:00 The Antonof in 225 was among the first victims of the Russian full-scale invasion of Ukraine in early 2022. Following the battle of Hostol airport, the A&225, also known as the Maria, was obliterated and with that it was evident that its end had finally come. However, Ukraine has dropped a shocker concerning the Maria. Against all odds, the country has announced an audacious $3 billion plan to rebuild the aircraft. So, how does Ukraine plan to implement this plan? And what does the return of the Maria mean for the country and the industry as a whole? Let's find out. Let us first lay the foundation of Ukraine's shocking decision to rebuild the A&225 by explaining why the aircraft was built initially. That takes us back to the 1980s during the Cold War. This was a time when the now defunct Soviet Union was embroiled in a supremacy war against the United States with each party going 1:00 to any length to assert global dominance. One area that stood out for these countries was space exploration. They knew one thing, conquering space would be perceived as a strong move toward attaining the dominance objective. Now, the United States had a head start in this area. It had already developed its own space shuttle that would come in handy in the space exploration missions. It also had its own workhorse, the Boeing 747 jumbo jet, which had been specially modified to enable it to carry the space shuttle piggyback. Evidently, the Soviet Union was lagging, and if it was to be deemed to be a serious contender in this war, it had to move fast and counter the impressive strides that the United States had taken. With that, a decision was made to develop a Soviet-made space shuttle. The vehicle in mind would be reusable and would have almost similar capabilities to those of the space shuttle. It later came to be known as the Buron, which is Russian for blizzard. However, after successfully 2:00 building the Burean, Russia faced a new challenge. It did not have an aircraft that would transport it to its launch locations, which was 1,500 mi away from where it was located. Moreover, there was a need for an aircraft that had sufficient space to transport some rocket parts that were so bulky that they could not be moved using the normal aircraft in existence. That called for the Soviet Union to get back to the drawing board and design an aircraft that would make it possible to do all these. The result, a behemoth of an aircraft that later came to be known as the Antonoff ANA225. It is important to remember that the Soviet Union needed to build this aircraft as quickly as possible. Therefore, instead of designing it from scratch, they utilized the design language of a smaller Antonoff aircraft, the AN124, and tweaked it to meet the existing demand. In fact, it was later revealed that the AN124 was considered for transporting the space shuttle and other components of the space program. However, it turned 3:00 out to be small for such activities. The tweaks that happened in building the bigger A&225 included stretching both ends of the aircraft and scrapping the rear ramp and cargo door that were in the A&124. Furthermore, the engineering team redesigned the tail section in a move intended to open up more space along the fuselage for carrying oversized loads. The wings were extended in order to increase lift. Internally, the structure of the new aircraft was reinforced to handle the added stress that came with transporting such heavy loads. Interestingly, instead of designing new engines, the engineering team decided to bet on the Ivchenko Progress D18T engines used on the A124 to deliver the required thrust. However, instead of going with the four engines found in the smaller AN124, the team added two more power plants, bumping the count to six. The end result, a behemoth of a flying machine that was about 275 ft long, 60 feet high, and boasting a wingspan of nearly 4:00 290 ft. It could carry up to 551,000 lb, which is 114 tons more than what the Boeing 747-8 freighter can lift. In December 1988, the AN225 proved all doubters wrong after making its maiden flight. A year later, it made its first public appearance outside the Soviet Union. This was during that year's Paris Air Show, where it made a majestic landing while carrying the Buren Space Shuttle Piggyback. One year later, it also appeared at the Farnboro Air Show. One thing was clear, despite the AN225 being a product of the Cold War between the Soviet Union and the United States, it had won over the hearts of aviation lovers world over. The aircraft was so critical to the Soviet Union that after the completion of the first unit, the Soviet Union made plans to build three more units. And this is an important factor to keep in mind as we shall come back to it later in the video. With these aircraft in its possession, the Union was certain that it would reign 5:00 dominance over the United States in space exploration. However, this dream was short-lived. In December 1991, the Soviet Union fell and with that, the space exploration program also crumbled. This also meant that the AN225 became obsolete as the new Russian government did not show any interest to continue funding the space program. For some years, the aircraft was stored. In the mid 1990s, it came back to service, this time as a civilian cargo airlifter under the ownership of Antonoff Airlines, an international air cargo transportation company. This was an indicator of an aircraft that was designed to conquer all the challenges it faced throughout the years that it was in active service. It went on to achieve unmatched feats that are yet to be matched by any other cargo airlifter in active service today. For instance, in September 2001, it lifted not one, not two, but five fullgrown battle tanks weighing an 6:01 astounding 254 tons. During this flight, it reached 35,270 ft and cruised at 474 mph over a 622m closed circuit around Kiev, setting multiple world records in one mission. And it was not about to stop at that. In 2009, it set another world record for shuttling the single heaviest load ever, a plant generator from Germany to Armenia. It also set another record in 2010 when it carried the longest cargo ever flown. Two wind turbine blades, each 138 ft long, from China to Denmark. The AN225 also proved to be an important player in humanitarian efforts, playing vital roles during the relief efforts in Haiti after the devastating earthquake in 2010 and also delivering hundreds of tons of heavy relief machinery during the CO 19 pandemic. By the end of its life, the Maria had shattered a whopping 240 world records. Just when the A&225 7:00 was on the top of its game, the unexpected happened. In February 2022, following Russia's full-scale invasion of Ukraine, Russian forces attempted a brutal takeover of Hostal Airport, the hub of Antonoff Airlines and home to the A225. The forces perceived the airport to be a strategic location that would play a pivotal role in helping them eventually take over the capital, Kiev. However, Ukrainian forces retaliated powerfully and managed to retain control over the airport. After the chaos cooled off, the real effects could now be seen. The airport had been damaged extensively by bombs dropped by Russian attack helicopters. But the most disturbing scene was that of Maria. In a video published by the aircraft's chief pilot, Dimmitri Antonov, one could see the full extent of the damage inflicted on the Maria. In the footage, the front section of the aircraft was completely charred with no chance of restoration. On the right side, the engines also seemed to be obliterated, while those on the left 8:01 appeared untouched. However, the wing holding the pylons onto which they were attached to had snapped off and collapsed onto a nearby light aircraft, which had also been wrecked in the assault. One could also see that one of the wing tanks was visibly leaking fuel. Yet another indicator of just how extensive the damage to the aircraft truly was. The footage coupled with many images that would later be shared seemed to confirm the sad truth. The A&225 would never take to the skies again. It was a hard reality for every aviation enthusiast. This was an aircraft that had redefined air cargo transportation. Yet there it lay in ruins with an almost zero chance of ever flying again. However, as this reality started to slowly sink in, the Ukrainian government has dropped a bombshell. It is rebuilding the Antonov and 225. In November 2022, exactly 9 months after the destruction of the aircraft, Ukraine's president Vladimir Zalinski 9:02 revealed his government's plan to take on the extreme project of rebuilding the AN225. Speaking during a presser, Zalinski reiterated that rebuilding the aircraft was the best way for the country to honor those who had lost their lives during the war. He said how many pilots gave their lives to bring everything there from weapons to water and how many wounded they took from there. A large number of these people died heroically. To build a Maria for the sake of the memory of heroes is the right state position. Zilinsky was clear on one thing. Rebuilding the A225 is more than just about bringing the aircraft back to service. It is a sign of defiance against the invasion by Russia. At the same time, it is an indicator of the resilience and strength of the Ukrainian people, even when they face unprecedented challenges as the one they face at the moment. Upon Ukraine making this announcement, one question that lingered on the minds of many aviation enthusiasts is how does a country 10:00 currently in the middle of a war plan to successfully rebuild the A&225? This is a logical question, especially considering the extent of the damage inflicted on Maria. However, do you remember when we mentioned that after building the first A&225 unit, the Soviet government intended to build three more? Well, it turns out that work on the second unit had already started by the time the Union was collapsing in 1991. Despite the collapse of the Union, the development of this aircraft continued for the next 3 years until 1994 when the government eventually stopped funding the program. By this time, the second unit was about 70% complete. It was during this period that expert analyses showed that building this aircraft was not a wise financial decision. Its sheer size meant that for the majority of the time it would be on the ground as demand for ultraheavy cargo was not as high. As such, it would eventually become a white elephant. This also contributed to the decision to stop investing in the project. During 11:01 the turn of the century, the world started experiencing a rapid rise in the demand for air cargo transport. With this rise, Antinoff deemed it fit to restart the production of the aircraft. Work was expected to start in 2006, and the new aircraft was expected to take to the skies in 2008. Yet, by 2009, it was slowly becoming clear that the second unit might never be completed after all. Now, coming back to Ukraine's announcement, when Zilinsky confirmed that Ukraine would rebuild the Maria, he was referring to this second unit that was never completed. He expressed confidence that with sufficient support, Ukraine was in a position to complete the stalled project and with that reaffirm its resilience and never back down spirit. Now, all things considered, is Ukraine's decision to commit to rebuilding the AN225 a well-thoughtout decision? To answer that question, we need to examine several factors and then let you be the judge. One of the factors 12:01 points to the fact that the second unit is at least 70% complete. That means that Ukraine only has to work on the remaining 30%. And with that, the AN225 would see the light of day. On paper, this might seem like easy work. However, on a closer look, it is evident that it might be challenging. This is why the first hurdle that the country would have to deal with his finances. When the plan to rebuild the aircraft was announced, it was estimated that Ukraine would need about $500 million to actualize this dream. Further analyses later showed that there was a likelihood of this figure ballooning to $800 million. Now, industry analysts state that the real figure could be as high as $3 billion. Ukraine has confirmed that it's sourcing for funds to implement the stream. For instance, it had approached Turkey after the country showed interest in investing in the completion of the aircraft. However, the negotiations did not go as expected as Turkey later withdrew from the process. Speaking about this 13:01 situation, President Zalinski said, 'I appealed to the president of Turkey with a proposal to build the second Ria, but we did not find the money.' Now, the question lingering on the minds of many people is, suppose Ukraine eventually got the money, is rebuilding the AN225 really a priority, especially considering that a big percentage of the country's critical infrastructure has already been obliterated by the Russian forces. You see, as of late 2024, damage to roads, bridges, and railways throughout the country was in excess of $ 38.5 billion with more than 16,000 m of highways and around 344 bridges either destroyed or heavily impaired. Entire hydropower plants like Kakovka, Denipro, Trapilia, and Sme have been completely wiped out with this damage estimated to amount to a staggering 14.6 billion. Moreover, reports have revealed that well over 1,500 medical facilities and more than 4,000 schools and 14:00 universities have been hit, crippling healthcare and education systems nationwide. Meanwhile, ports handling over 90% of Ukraine sea exports are in ruins, with nearly 400 port facilities needing urgent repair that could cost as much as $1.2 billion before export flows can resume. With reconstruction needs running into the hundreds of billions, the question is not really whether Ukraine is in a position to afford rebuilding the iconic AN225. Instead, it all boils down to whether the country can really afford not to do that while overlooking other more pressing areas such as roads, power, hospitals, and schools. Another factor that we need to look at is sustainability. As we have already mentioned, the AN225 was built in the 1980s, meaning that it relies on older power plants that are largely inefficient. The Afenko Progress D1 18T turboan might have been the best in the game during that period. However, with modern technology, aircraft engine 15:00 manufacturers have made significant strides that have resulted in the development of more fuel efficient engines. To put that into perspective, we need to compare it with some of the most fuelefficient engines in the industry today, such as General Electric's Gen X. Let's start with fuel burn. The D18T has a bypass ratio of around 5.7:1 and an overall pressure ratio of about 27.5. That translates to a cruise specific fuel consumption of roughly 0.5 lb per pound of thrust. In simpler terms, this engine is a fuel guzzler and a costly one to operate. Now, compare that to a modern engine like the General Electric Gen X, which powers aircraft such as the Boeing 787 Dreamlininer. This aircraft has a bypass ratio of about 9:1 as well as a pressure ratio of around 50 to1. Its crew specific fuel consumption is about 0.278 278 lb per pound of thrust 16:02 per hour, nearly 50% that of the D18T. Now, this difference helps to unearth one vital fact. The engines powering the A225 are fuel inefficient, and using them on the new aircraft would be counterproductive and would amount to reversing the sustainability gains that the industry has achieved throughout the years. And the issues with the D18T do not end at that. The thing is this engine is characterized by high levels of carbon dioxide and nitrogen oxides emissions per flight compared to newer engines. Modern turbo fans come with advanced combustion systems whose sole task is to help reduce nitrogen oxide emissions by as much as 46%. A great example of such a system is the twin annular pre-swirl combuster found in the CFM International's Leap engines found in the Airbus A320 and Boeing 737 Max families. In fact, using these 17:01 engines would amount to violating a number of international regulations set by the International Civil Aviation Organization. Such regulations include the Committee on Aviation Environmental Protection 6 as well as the Committee on Aviation Environmental Protection 8. These regulations have been adopted as a measure of limiting how much emissions that an aircraft engine can produce. Now, since the D18T was built long before these rules came into effect, it simply doesn't qualify. Without major upgrades, flying it today would violate both emissions and fuel efficiency standards, making it unfit for modern certification. Needless to say, that would mean that the A&225 would not fly again. Furthermore, remember that the A&225 was a Soviet-made aircraft. This means that the majority of people working in the engineering team were from the Soviet Union, specifically Russians. With the current situation, it is practically impossible for Ukraine to convince these individuals to regroup in Ukraine and 18:01 help in rebuilding the AN225. And it's not just that. Remember that work on the AN225 stopped in 1994. That's more than three decades ago. Hence, many of the individuals that worked on this program are either retired or have passed on due to old age or other reasons. So, if Ukraine is to forge through with this plan, it means that it would first have to select suitable individuals to join the engineering team and then train them to impart them with the pertinent skills to build the aircraft. Obviously, all these would consume a lot of time and resources, both of which Ukraine does not have at this point. In relation to that, it's also evident that the majority of the firms supplying parts and components required to build the AN225 closed down following the collapse of the program. This also brings about another challenge for Ukraine where to source for parts to complete the remaining 30% of the second AN225. There's a faction that has claimed that since the A&225 shares a design DNA with its smaller sibling, the AN124, 19:02 then it would be relatively easy for Ukraine to source the parts needed to complete the job. Moreover, this faction argues that Ukraine can also salvage several parts from sections of the destroyed Maria that were left untouched after the battle. Now, the part on using parts of the AN1 124 on the new aircraft is largely logical. However, it has been reported that these aircraft do not share a lot of parts and therefore the problem would still be largely unresolved. To add on to the problem, it's becoming apparent the configuration of the second unit was altered to an extent. One of the biggest plan changes was the addition of a rear cargo door and ramp, which the original A225 did not have. With this door in place, it would have been possible for loading teams to roll on and roll off cargo, making this unit much more versatile for civilian cargo operations. In addition to that, the engineering team also planned to switch from the twin vertical 20:00 tail design to a single vertical stabilizer. This move was most likely aimed at enhancing the aircraft's aerodynamics and reducing the overall costs and time spent in maintenance. There were also considerations to remove the external mounting points used to carry the Soviet burn shuttle, which would have streamlined the airframe for more efficient longhaul freight missions. With all these changes, it is obvious that using some parts sourced from the damaged AN225 would have been practically impossible. In essence, this means that Ukraine would be yet to solve the parts issue, an aspect that could derail the program and potentially lead to its collapse before it even takes off. However, as much as Ukraine might be facing all these challenges, it is important to note that there are a few factors that could motivate them to push ahead and work on the AN225. To understand one of these factors, we need to go back to 2016 when Antinoff Airlines signed a cooperation agreement with the Aerospace Industry Corporation of China to build a second AI 225 21:02 freighter. A statement by Antonoff Airlines read in part, 'The first stage of this interaction consists in construction of the second modernized AN25 Maria at Antinoff Company and delivery of this aircraft to Aerospace Industry Corporation of China. However, with time, the deal quietly fizzled out. One major obstacle that led to the collapse of the deal was that Antonov never agreed to hand over the aircraft's type certificate or design rights to China, meaning China's hands were tied and it could not move forward with the development of the aircraft as agreed. On top of that, the cost of completing the second airframe, which was estimated at over $460 million, simply did not make any financial sense for an aircraft with such a niche market. Eventually, China's enthusiasm cooled, and without a clear return on investment or full control of the design, the project was gradually left to die. Now, this could be the most opportune 22:00 moment for Antonov to attempt and rekindle the camaraderie it once shared with the Aerospace Industry Corporation of China. Doing this could help secure the funds needed to complete the remaining part of the second and 225 and attain the vision of bringing back this behemoth to active service. Also, Ukraine could capitalize on the strong bilateral ties it has established with the United States and other European powers to negotiate for an engine deal with Western aircraft engine manufacturers. For instance, it could negotiate with General Electric to have the new GE9X engine power the A&225. This engine meets every regulatory standard pertaining to sustainability and therefore would help the aircraft clear the certification hurdle. Moreover, its fuel efficiency means that Antonov Airlines would not incur high operational costs associated with fuel. Also, Ukraine could seek to partner with British engine manufacturer Rolls-Royce and have the Ultrafan as the engine of choice for the new behemoth. Just like the GE9X, the Ultrafan guarantees 23:00 significant cost savings and also contributes toward attaining net zero objectives. And now the main question is building the MIA the best move for Ukraine at the moment. The fact of the matter is that Ukraine has more pressing needs at the moment. Its critical infrastructure needs to be up and running as soon as possible to ensure that every citizen lives a dignified life. Moreover, the country needs to ensure that it can sustain itself without relying much on external help from the likes of the United States, the United Kingdom, France, and Germany. Only after ensuring this can it move to other projects such as rebuilding the A&225. However, we cannot deny that rebuilding the Maria could be the best move for Ukraine to reaffirm its resilience even during the toughest moments. For aviation lovers, seeing the Maria take off again in all its glory would be a sight to behold, one that we would never get tired of experiencing. Let us know your thoughts about Ukraine's announcement, and remember to subscribe to the channel for more videos like this.

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