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Antonov An-225 Mriya

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Antonov Design Bureau
IndustryAerospace
Founded1946
Headquarters
Kyiv
,
Ukraine
ProductsAircraft (including An-225 Mriya)

Antonov An-225 Mriya

The Antonov An-225 Mriya (Ukrainian: Антонов Ан-225 Мрія, translating to 'dream' or 'inspiration'; NATO reporting name: Cossack) was a massive strategic airlift cargo plane engineered and manufactured by the Antonov Design Bureau in the former Soviet Union.

Conceived in the 1980s as a larger variant of the An-124 transport aircraft, its primary purpose was to carry the Buran space shuttle. The An-225 took to the skies for its inaugural flight on 21 December 1988. Despite plans for a second unit featuring a modified design, only one aircraft was fully completed. Following a short service period supporting the Soviet space program, the aircraft was placed in storage during the early 1990s. Around the year 2000, a decision was made to overhaul and return the An-225 to active service for commercial freight operations under Antonov Airlines, specializing in oversized cargo transport. Although there were several declarations about finishing the second airframe, progress stalled largely due to financial constraints, with reports indicating it reached approximately 60–70% completion by 2009.

Boasting a maximum takeoff weight of 640 tonnes (705 short tons), the An-225 set multiple records, including being the heaviest aircraft ever constructed and having the largest wingspan among operational airplanes. It frequently carried loads previously considered impossible to airlift, such as 130-ton generators, wind turbine blades, and diesel locomotives. Furthermore, both Russian and Chinese authorities revealed intentions to modify the An-225 for their respective space exploration initiatives. The Mriya garnered widespread attention worldwide owing to its extraordinary size and distinctive characteristics.

The sole completed An-225 was destroyed during the Battle of Antonov Airport amid the 2022 Russian invasion of Ukraine. In response, Ukrainian President Volodymyr Zelenskyy announced intentions to finalize construction of the second An-225 as a replacement for the lost aircraft.

Development

The Antonov An-225 project was initiated in 1984 following a directive from the Soviet government seeking a large cargo aircraft to succeed the Myasishchev VM-T. The requirements specified that the aircraft must be capable of transporting a maximum payload of 231,838 kilograms (511,116 lb) both inside and externally, while operating from runways no shorter than 3,500 metres (11,500 ft). The intended role closely mirrored that of the United States' Shuttle Carrier Aircraft, as it was designed to ferry the Energia rocket's boosters and the Buran orbiters within the Soviet space program. Due to a tight schedule for delivery, the development process was required to advance swiftly.

File:Antonov An-225 with Soviet space shuttle Buran on top.jpeg
The An-225 transporting Buran (1.01) in 1989

In response, the Antonov Design Bureau developed a variant based on their existing Antonov An-124 Ruslan cargo plane. The fuselage was lengthened by adding sections at the front and rear, while an expanded wing center section was engineered to accommodate two extra Progress D-18T turbofan engines, raising the total from four to six engines. A new tail assembly was also designed to withstand the wake turbulence caused by the large external payloads mounted atop the fuselage. Although notable for its size, the An-225's design remained largely conventional. The chief designer responsible for both the An-225 and An-124 was Viktor Tolmachev.

File:Antonov An-225 with Buran at Le Bourget 1989 Manteufel.jpg
Antonov An-225 with Buran at the 1989 Le Bourget Air Show, photo by Manteufel

The aircraft's first flight took place on 21 December 1988. Its initial international public showing occurred at the 1989 Paris Air Show, where it was displayed carrying a Buran orbiter. A year later, it performed during the public days at the Farnborough Air Show. Although two units were ordered, only one An-225 (registration CCCP-82060, later changed to UR-82060) was completed. This aircraft could internally transport ultra-heavy and oversized cargo weighing up to 250,000 kg (550,000 lb) or externally carry loads up to 200,000 kg (440,000 lb) atop its fuselage. External payloads could measure as long as 70 m (230 ft).

Construction of a second An-225 began in the late 1980s for use in the Soviet space program but was halted after the Soviet Union dissolved. By 2000, demand for additional An-225 capacity became evident; consequently, in September 2006, plans were made to complete this second airframe, initially targeted for around 2008. Nevertheless, progress faced multiple delays, and by August 2009, construction had ceased without completion. In May 2011, Antonov's CEO indicated that finishing the second aircraft—which would have a payload capacity of 250 tons—would require an investment of at least $300 million and could be accomplished within three years if funding were secured. Reports vary, but by 2016, completion estimates ranged between 60% and 70%.

File:Antonov An-225 at Farnborough 1990 airshow (2).jpg
An-225 at Farnborough Airshow in 1990

Throughout its operational life, there were recurring announcements and speculation about reviving space-related missions involving the An-225. In the early 2000s, research explored an even larger derivative known as the eight-engine Antonov An-325, intended to support Russia’s developing MAKS space plane. In April 2013, Russian authorities revealed intentions to reinstate Soviet-era air launch programs utilizing a specially modified version of the An-225 as a midair launch platform.

In May 2017, Zhang You-Sheng, president of Airspace Industry Corporation of China (AICC), told a BBC journalist that discussions with Antonov began in 2009 and contact was established two years later. AICC plans to upgrade the incomplete second An-225 and convert it into an air launch to orbit system capable of deploying commercial satellites from altitudes up to 12,000 m (39,000 ft). Aviation analysts expressed skepticism about restarting production due to challenges posed by the ongoing Russo-Ukrainian war, which could disrupt supply chains for components previously sourced from Russia; it is speculated that China might manufacture these parts instead. Although this initiative did not advance significantly, UkrOboronProm—the parent company of Antonov—continued searching for partners interested in completing the second airframe.

On 25 March 2020, after more than a year off duty, the original An-225 resumed flight testing from Hostomel Airport near Kyiv following installation of a domestically developed power management and control system.

Design

File:ILA 2018, Schönefeld (1X7A5450).jpg
Three of the six Ivchenko Progress D-18T turbofan engines installed on the An-225

The Antonov An-225 functioned as a strategic airlift cargo aircraft and shared numerous design elements with its predecessor, the AnTemplate:Nbh124. Its fuselage and cargo deck were extended through additional barrel sections positioned both ahead of and behind the wing structure.[1] The wings, featuring an anhedral angle, were lengthened by root extensions to enhance their span.[2] Control of the flight surfaces was managed through a fly-by-wire system supported by triple-redundant hydraulic actuators.[3] The empennage adopted a twin-tail configuration with an enlarged swept horizontal stabilizer, a departure from the An-124’s single vertical stabilizer design. This twin-tail setup was critical in accommodating large external payloads that created wake turbulence, which would otherwise disrupt airflow over a traditional tail assembly.[1][4]

Propulsion was provided by six Progress D-18T turbofan engines—two more than on the An-124—made possible by redesigning the wing root area. The landing gear system was upgraded to include 32 wheels, some of which are steerable, enabling the aircraft to execute turns within runways approximately 60-metre-wide (200 ft). Similar to the An-124, the An-225 featured a kneeling nose gear to facilitate easier cargo loading and unloading.[3][5] Additional equipment to streamline cargo handling comprised four overhead cranes capable of traversing the entire cargo bay length, each able to lift up to 5,000 kilograms (11,000 lb).[6] The upper fuselage incorporated various mounting points designed for securing external payloads such as the Buran orbiter.[5]

File:Antonov-225 main landing gear 2.jpg
Main landing gear of the An-225
File:Antonov An-225 Mriya (14226410137).jpg
Nose landing gear of the An-225

Unlike its predecessor, the An-124, the An-225 was not built for tactical airlift missions or short-field operations.[7] Consequently, it lacks a rear cargo door or ramp—features present on the An-124—that were omitted to reduce structural weight. The pressurized cargo compartment measured approximately 1,300 m3 (46,000 cu ft), with dimensions of 6.4 meters (21 feet) in width, 4.4 m (14 ft) in height, and 43.35 m (142 ft 3 in) in length,[3][8] exceeding even the length of the Wright Flyer’s inaugural flight.[9][10][11] The hold was equipped with extensive soundproofing and maintained pressurization; it could accommodate up to eighty standard-sized automobiles, sixteen intermodal containers, or a general cargo weight reaching 250,000 kilograms (551,150 lb).[6]

Positioned at the front of the upper deck, the flight deck was accessed via a ladder from below.[12] It closely resembled that of the An-124 but included additional controls necessary for operating the two extra engines. Behind the cockpit were compartments housing workstations for two flight engineers, a navigator, and a communications officer. These areas also featured rest facilities including beds to support extended missions.[13] Even when fully loaded, this aircraft could complete nonstop flights over vast distances such as between New York City and Los Angeles.[4]

Initially constructed with a maximum takeoff weight of 600 tonnes (660 short tons), between 2000 and 2001, extensive upgrades costing around Template:US$ million were implemented—such as reinforcing the floor structure—which raised its maximum gross weight limit to 640 tonnes (710 short tons).[14][15][16] Both figures confirm its status as the heaviest aircraft worldwide, surpassing even the double-deck Airbus A380 airliner. Airbus has reported landing an A380 at a maximum landing weight of 591.7 tonnes (652.2 short tons), slightly exceeding previous records.[17][lower-alpha 1]

Operational history

File:Antonov An-225 landing at Gostomel Airport.jpeg
The Antonov Airlines An-225 touching down at Hostomel Airport, 2014

Initially, the Antonov An-225 Mriya served from 1988 until 1991 as the primary transport for Buran-class space shuttles within the Soviet space program.[18] Oleksandr Halunenko was its inaugural pilot and maintained command of the aircraft until 2004.[19] In 1989, "Antonov Airlines" was established by the Antonov Design Bureau as a holding company specializing in heavy airlift logistics. This enterprise was headquartered in Kyiv, Ukraine, and operated out of London Luton Airport in collaboration with Air Foyle HeavyLift.[20][21] The initial fleet included four An-124-100s alongside three Antonov An-12 aircraft; however, by the late 1990s, the demand for a cargo plane surpassing the An-124’s capacity became evident.[22]

Following the dissolution of the Soviet Union and cancellation of the Buran program, the sole completed An-225 remained unused and without a clear function.[4] As early as 1990, Antonov's leadership expressed their intention to repurpose the aircraft for commercial applications.[6] Nevertheless, in 1994, the decision was made to place the An-225 into extended storage.[23][24] During this period, all six engines were removed to power various An-124s, while the second incomplete An-225 frame was also stored. As demand for an even larger cargo aircraft than the An-124 became clear throughout the 1990s, plans were made to restore the first An-225.[3]

The aircraft underwent re-engining and modifications to modernize and optimize it for heavy freight operations before returning to service under Antonov Airlines' management.[4] It became a key asset within their fleet, capable of transporting loads previously deemed impossible for air transport—such as 130-ton generators, wind turbine blades, and diesel locomotives.[25] Additionally, it played a vital role in humanitarian aid missions by rapidly delivering substantial volumes of emergency supplies during disaster relief efforts.[22]

Antonov Airlines secured type certification for the An-225 from the Interstate Aviation Committee Aviation Register (IAC AR) on 23 May 2001.[26] The aircraft’s inaugural commercial flight took place on 3 January 2002, departing from Stuttgart, Germany, bound for Thumrait, Oman, carrying 216,000 ready meals prepared for American troops stationed nearby. This shipment consisted of 375 pallets totaling approximately 187.5 tons.[27] Subsequently, both Canadian and U.S. governments contracted the An-225 to transport military equipment to Middle Eastern locations supporting coalition forces.[22] For instance, in 2004, transporting a chimney duct from Billund, Denmark, to Kazakhstan cost over Template:DKK (around Template:€).[28]

In 2016, Antonov Airlines ended its partnership with Air Foyle and joined forces with Volga-Dnepr Airlines. This collaboration coincided with repainting the An-225 in blue and yellow hues introduced in 2009,[29][30] reflecting Ukraine’s national colors and earning it recognition as "Ukraine's winged ambassador to the world," according to The New York Times.[19]

During the onset of the COVID-19 pandemic in early 2020, the An-225 contributed significantly to relief efforts by ferrying medical supplies from China globally.[31]Cite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad name Aviation enthusiasts frequently gathered at airports worldwide to witness its scheduled landings and takeoffs due to its iconic status.Cite error: The opening <ref> tag is malformed or has a bad name

Records

File:UR-82060@TSN (20200426125031).jpg
An-225 at Tianjin Binhai International Airport

On 11 September 2001, the An-225 transported five main battle tanks[32] with a record-breaking cargo weight of 253.82 tonnes (279.79 short tons).[33] It achieved a maximum altitude of 10,750 m (35,270 ft)[34] while flying a closed circuit spanning 1,000 km (620 mi) at a velocity of 763.2 km/h (474.2 mph).[35][36] In 2017, the hourly rental fee for the aircraft was approximately Template:US$ (Template:GBP).[37]

The heaviest single air cargo ever loaded onto the An-225 was recorded on 11 August 2009. The shipment, consisting of a gas power plant generator and its loading frame destined for Armenia, measured 16.23 m (53 ft 3 in) in length and 4.27 m (14 ft 0 in) in width, with a total weight of 189,980 kg (418,830 lb).[38][39] Additionally, it has carried a commercial payload totaling 247,000 kg (545,000 lb).[40]

On June 11, 2010, the An-225 transported the longest piece of air cargo worldwide: two test wind turbine blades each measuring 42.1 m (138 ft), from Tianjin, China to Skrydstrup, Denmark.[41][42]

During the AviaSvit-XX1 Aerospace Show held at Antonov Airport on September 27, 2012, the An-225 hosted an art exhibition at an altitude of 10,150 metres (33,300 ft) above sea level—the highest ever recorded for such an event. This exhibition was organized by Kyiv’s Globus Gallery and featured a collection of approximately five hundred artworks created by one hundred twenty Ukrainian artists.[43][44]

The An-225 holds the distinction of having established a total of two hundred forty world records throughout its operational history—an unparalleled achievement within aviation.[45]

Destruction

File:50 днів активного спротиву окупанту 02.jpg
Front view of the An-225 Mriya wreckage following its destruction in the Battle of Antonov Airport

The final commercial operation of the aircraft took place between 2 and 5 February 2022, involving the transport of nearly 90 tons of COVID-19 testing supplies from Tianjin, China, to Billund, Denmark, with a stopover at Bishkek, Kyrgyzstan.[46][47] Upon completion, it returned on 5 February to its home base at Antonov Airport in Hostomel,[47] where maintenance included an engine replacement.[46] Following NATO's recommendation, preparations were made for evacuation planned for the morning of 24 February; however, on that day, Russia launched its invasion, targeting the airfield early in the conflict.[46] Ukrainian authorities promptly imposed a civilian flight ban.[46] The runway was subsequently rendered unusable during the Battle of Antonov Airport.[46]

Reports on 24 February indicated the An-225 remained undamaged.[48] However, by 27 February, images circulated on Twitter showing what appeared to be the An-225 engulfed in flames inside its hangar.[49][50] Ukrainian Radio Liberty reported that the aircraft was destroyed amid the Battle of Antonov Airport,[51] a claim echoed by Foreign Minister Dmytro KulebaCite error: The opening <ref> tag is malformed or has a bad name and confirmed by Ukroboronprom, Antonov's parent company.[52] Initially, Antonov refrained from confirming or denying these accounts,[53][51] stating that investigations were ongoing.[54]

On 27 February 2022, Ukroboronprom issued a statement affirming that Russian forces had destroyed the An-225.[52]Cite error: The opening <ref> tag is malformed or has a bad name Alongside the An-225, several other aircraft housed within the same hangar suffered destruction or damage during the assault; among them was a Hungarian-registered Cessna 152 which was crushed beneath the fallen left wingtip of the An-225.Cite error: The opening <ref> tag is malformed or has a bad name

File:Antonov Airport after Russian invasion of Ukraine and Mriya.jpg
Remnants of the Antonov An-225 Mriya

Ukroboronprom declared intentions to reconstruct the aircraft at Russia’s cost.[52] The announcement estimated restoration expenses exceeding three billion USD and projected a timeline surpassing five years. It emphasized that these costs should be borne by the Russian Federation due to its deliberate damage inflicted upon Ukraine’s aviation and air cargo sectors.Cite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad name The Ukrainian government also expressed commitment to rebuilding the plane.[55]

Aftermath

On 1 March, a recently captured image taken after the onset of hostilities appeared to show the aircraft’s tail section still visible within its hangar, implying partial preservation. However, subsequent evidence confirmed the plane was rendered non-functional due to severe damage. By 3 March, social media circulated footage depicting the aircraft engulfed in flames inside the hangar alongside several Russian military vehicles, strongly indicating its destruction. Despite this, Antonov emphasized that the official condition of the aircraft could only be determined following a thorough expert examination. On 4 March, Russian state broadcaster Channel One aired clear ground-level visuals revealing the wreckage of the plane, notably missing much of its forward fuselage. After Russian forces withdrew from northern Ukraine, reports indicated that the second, unfinished airframe remained undamaged despite artillery strikes targeting its hangar at the Antonov facility located at Sviatoshyn Airfield.

Major Dmytro Antonov, who piloted the An-225, publicly alleged on 19 March 2022 that Antonov Airlines had prior knowledge of an impending invasion but failed to safeguard the aircraft. Through his YouTube channel, he accused company leadership of neglecting to act on NATO’s advice to relocate the ready-to-fly aircraft to Leipzig, Germany, ahead of hostilities. Several employees from Antonov have since denied these allegations.

Drone footage from Hostomel Airport on 1 April displayed the devastated Mriya, showing complete destruction of the front fuselage while parts of the wings remained intact. Later reports clarified that although the right wing was broken, it remained supported by its engines resting on the ground.

Efforts to explore reconstruction possibilities for the An-225 are underway, including options such as repurposing components from the incomplete second airframe or salvaging parts from the damaged original to complete it. However, numerous challenges exist due to many Soviet-era components dating back to the 1980s no longer being manufactured. Estimates for rebuilding costs range between US$350 million and $500 million, with uncertainty surrounding commercial feasibility and value. Former An-225 pilot and aviation writer Andrii Sovenko remarked that restoration is impractical; instead, any future project would essentially involve constructing a new Mriya using salvageable parts combined with those initially intended for a second aircraft.

On 20 May 2022, Ukrainian President Volodymyr Zelenskyy declared plans to finalize the second An-225 as a replacement and tribute to Ukrainian pilots lost in the conflict. By November 2022, Antonov officially confirmed intentions to rebuild the aircraft at an estimated expense of $500 million. At that time, details regarding whether parts from both the destroyed plane and incomplete airframe would be integrated or how funding would be secured were not disclosed. Four months later, it was confirmed that components had been removed from the wreckage for potential integration with the unfinished fuselage.

In March 2023, Ukrainian authorities announced detention of two out of three Antonov officials suspected of obstructing efforts by the Ukrainian National Guard to establish defenses at Hostomel Airport before the invasion.

The following month, prosecutors charged former Antonov chief Serhii Bychkov with official negligence for failing to authorize evacuation of the An-225 to Leipzig prior to Russia’s assault. The Security Service of Ukraine reported that investigations found the aircraft was technically capable of flying abroad before hostilities began but that company leadership neglected to issue evacuation orders. This failure ultimately resulted in loss of Ukraine’s transport plane.

Former operators

File:Antonov 225 passing over Birmingham - 2020-08-02 - Andy Mabbett - 04 (cropped).jpg
At cruising altitude, the An-225 produced unique sixfold contrail patterns.
Template:USSR
Template:UKR
  • Antonov Airlines conducted commercial flights from 3 January 2002 until 24 February 2022, when the sole aircraft was destroyed amid the Battle of Antonov Airport.

Variants

An-224
Initially proposed with a rear cargo door, this version was never constructed.[56][57]
An-225
This variant omitted the rear cargo door. One unit was completed, while a second remained unfinished.
An-225-100
This designation refers to the An-225 following its modernization in 2000. Enhancements included installation of a traffic collision avoidance system, upgraded communication and navigation systems, along with noise abatement improvements.[56][57]
An-325
Main article: Antonov An-325
A concept for a larger aircraft powered by eight engines, intended to deploy spacecraft into orbit. Originally designed for the MAKS program, it later became a collaborative project between British Aerospace and the Soviet Ministry of Aviation Industry under the Interim HOTOL initiative.[58] This model was never realized.[59]
AKS
A twin-fuselage aircraft design created by joining two An-225 fuselages, intended to carry the Tupolev OOS air-launch-to-orbit spaceplane beneath a raised central wing. Various engine configurations were explored, ranging from eighteen Progress D-18T turbofans up to forty engines positioned above and below the wings.[60][61]Cite error: The opening <ref> tag is malformed or has a bad name Another AKS proposal involved entirely new fuselages each featuring a single tail.[60] Ultimately, the AKS was judged impractical and no prototypes were constructed.[60]

Specifications

File:Mriya departing Gostomel for trip to Perth.ogv
The Antonov An-225 Mriya taking off from Hostomel Airport

Template:Aircraft specs

See also

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Further reading

  • Prisco, Jacopo (2020-07-21). The AN-225: How the Cold War gave rise to the world's largest airplane. CNN. Retrieved 2023-03-28.

Notes

  1. ↑ (The Hughes H-4 Hercules "Spruce Goose" had larger wingspan and height but weighed less at an empty weight of approximately 113 t and was shorter by about one-fifth due to its construction materials. Having flown only once briefly, it does not surpass the An-225 as the largest repeatedly flown aircraft.)

Citations

  1. ↑ 1.0 1.1 Fricker 1990, p. 58.
  2. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  3. ↑ 3.0 3.1 3.2 3.3 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  4. ↑ 4.0 4.1 4.2 4.3 Eisenstein 2003, p. 35.
  5. ↑ 5.0 5.1 Fricker 1990, pp. 58–59.
  6. ↑ 6.0 6.1 6.2 Fricker 1990, p. 59.
  7. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named goebel
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  11. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑
  13. ↑
  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. ↑ Gordon, Komissarov & Komissarov 2004, p. 76.
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named avzone
  19. ↑ 19.0 19.1 Cite error: Invalid <ref> tag; no text was provided for refs named NYT April 2022
  20. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named antonov
  21. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named goleta
  22. ↑ 22.0 22.1 22.2 Cite error: Invalid <ref> tag; no text was provided for refs named aircraft info
  23. ↑ Antonov An-225 Mriya Archived 9 June 2016 at the Wayback Machine. Airliners.net.
  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. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named airfoyle2
  28. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named steelcon
  29. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named 2009paint
  30. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named vdganswer
  31. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named covid-globe
  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).
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  36. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  37. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AICC-BBC
  38. ↑ Cargo manifest picture Archived 26 February 2022 at the Wayback Machine Air Cargo News 13 November 2009. Retrieved: 30 May 2012.
  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  44. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  45. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  46. ↑ 46.0 46.1 46.2 46.3 46.4 Cite error: Invalid <ref> tag; no text was provided for refs named Ponomarenko
  47. ↑ 47.0 47.1 Cite error: Invalid <ref> tag; no text was provided for refs named Flightradar24
  48. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named KEY.Aero
  49. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tweet_aviationbrk_1497891622033543168
  50. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tweet_OSINT_Canada_1497881565715525636
  51. ↑ 51.0 51.1 Cite error: Invalid <ref> tag; no text was provided for refs named radiosvoboda
  52. ↑ 52.0 52.1 52.2 Cite error: Invalid <ref> tag; no text was provided for refs named ukr27222
  53. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named antonov_defers_comment_2022_02_27_av_week
  54. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Antonov tweet
  55. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tweet_Ukraine_1497961514480902148
  56. ↑ 56.0 56.1 Cite error: Invalid <ref> tag; no text was provided for refs named :2
  57. ↑ 57.0 57.1 Cite error: Invalid <ref> tag; no text was provided for refs named :3
  58. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named :43
  59. ↑ van Pelt 2017, p. 77.
  60. ↑ 60.0 60.1 60.2 Cite error: Invalid <ref> tag; no text was provided for refs named :4
  61. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named :1
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Bibliography

  • Eisenstein, Paul (January 2003). "World's biggest plane". Popular Mechanics. Hearst Magazines. 180 (1): 34. ISSN 0032-4558. https://books.google.com/books?id=7dIDAAAAMBAJ&dq=Antonov+An-225+Mriya&pg=PA34
  • Fricker, John (February 1990). "Heavy Lifters". Popular Mechanics. Hearst Magazines. 167 (2): 58. ISSN 0032-4558. https://books.google.com/books?id=5eMDAAAAMBAJ&dq=Antonov+An-225+Mriya&pg=RA1-PA58
  • Gordon, Yefim; Komissarov, Dmitriy; Komissarov, Sergey (3 September 2004). "The Six-Engined Dream". In Antonov's Heavy Transports: Big Lifters for War & Peace. Red Star, vol. 18. Midland. ISBN 978-1-85780-182-8.
  • Jackson, Paul, ed. (1 October 1995). Jane's All the World's Aircraft, 1995–96, 86th edition, pp. 443–445. Janes Information Group. ISBN 978-0-7106-1262-5.
  • van Pelt, Michael (24 May 2017). Dream Missions: Space Colonies, Nuclear Spacecraft and Other Possibilities. Springer International Publishing, New York, US. ISBN 978-3-319-53941-6.

External links

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Template:External media

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