The devastating loss of the first and only operational Antonov An-225 Mriya, the world’s largest aircraft, during the Russian invasion of Ukraine, has shaken the aviation world. As the aviation community mourns the demise of this unparalleled marvel of engineering, attention turns to the enigmatic second An-225. A partially-constructed behemoth that never took to the skies, the story of the second Antonov An-225 is one of ambition, political upheaval, and unrealized potential. This article delves into the reasons behind the second An-225 stalled development and explores the mystery surrounding its incomplete status.

The Birth of a Legend

The Antonov An-225 ‘Mriya’ (meaning ‘dream’ in Ukrainian) was initially designed and built to support the Soviet space program. It replaced the Myasishchev VM-T ‘Atlant’ and was tasked with carrying the program’s ‘Buran’ orbiters. The An-225 first took flight in December 1988 and soon became a symbol of the Soviet Union’s technical prowess, capturing the imagination of aviation enthusiasts worldwide.

The Soviet space program initially ordered two An-225s to carry its orbiters and boosters, but ultimately, only the first was delivered. The second An-225 began construction in the 1980s, but its completion was interrupted by events that would change the course of history.

READ MORE: Antonov An-225 Mriya: The Plane With 32 Wheels

The Unraveling of a Dream

The fall of the Soviet Union in 1991 had far-reaching consequences, including the abrupt end of its Buran space program. This development left the first An-225 without a purpose, and it was subsequently placed into storage in 1994. The partially-built second An-225 also met a similar fate, with its construction abruptly ending.

Hopes for the second An-225’s completion were briefly revived in the early 2000s when Antonov aimed to have the aircraft ready by 2008. However, the target was soon delayed, and by 2009, construction had been abandoned once again, with the aircraft reportedly 60-70% complete.

XL Antonov An-225 Mriya model From AirModels

Economic viability played a significant role in the decision to halt construction. In more recent years, Antonov’s CEO declared that finishing the second An-225 had become economically unviable, particularly considering the limited operations of the existing An-225.

The Lingering Mystery of the Second Antonov An-225

With the destruction of the first and only operational An-225, the story of the second An-225 becomes even more poignant. Had it been completed, the world would have seen two colossal aircraft, each showcasing the incredible capabilities of human engineering. Yet, the lingering questions surrounding the fate of the second An-225 remain unanswered, leaving aviation enthusiasts and historians to wonder how different the story might have been under altered circumstances.

READ ALSO: Antonov An-225 to be Rebuilt After Being Destroyed in Ukraine

As the aviation industry evolves and the need for larger and more efficient cargo aircraft continues to grow, the spirit of innovation and ambition embodied by the Antonov An-225 Mriya will live on. Though the second An-225 remains an unfinished dream, its legacy serves as a testament to human engineering and perseverance in the face of adversity.

As aviation enthusiasts worldwide mourn the loss of the first An-225 and ponder the fate of its unfinished sibling, we are left with a burning question: Could the second An-225 ever find its way to the skies, or will it remain a dormant dream, a symbol of a bygone era in aviation history?

Aside from the fact that the Airbus A220 is the only airbus aircraft to not have a 3 in its name, the A220 is special from the fact that it isn’t fully made by Airbus, but instead a joint venture between them and Bombardier. This is all because of what some might call a mistake made by Boeing, causing Airbus to acquire a 50.01% stake in the company. In this article I explore its controversial creation, and why it’s needed.

Creation

The Airbus A220 was first named the “CSeries” by Bombardier, and was meant to cater to the demand of small aircraft in between their current-sized fleet and those larger already made by Airbus and Boeing. The particular area where it was expected to boom were the US markets, given there is always demand to be flying from small airports as there is no lack of them in the large country. At first, things were running smoothly and it was expected to enter commercial service in 2014, just one year after its first flight. However, things turned out not to go as planned, and the CSeries encountered issues on one of its test flights, causing it to miss the Farnborough air show, the largest in the industry, and delay its release. This was not good for the aircraft, nearly causing the project and the company to go bust, until financial aid was provided by the Canadian government.

Boeing’s crucial mistake

Eventually, these problems were fixed, and the first CSeries was delivered to SWISS on June 26, 2016. Eventually, more orders began to come for the new aircraft, including the critical ones in the US. In fact, Bombardier was offering Delta 75 of the aircraft at $20 million a piece, a price which was even lower than the cost to build them, and a cost which was just too good to refuse. However, this was contested and was seen to be Dumping, when a manufacturer essentially gives away its aircraft as sort-of “Samples”, and is illegal in the US and other countries. Boeing was quick to take action, claiming that it was stealing the market from its 737s, despite the fact that Delta had explicitly said that they weren’t looking to purchase the variants that Boeing were claiming to be losing out. It was then decided that, given Bombardier was a foreign company, the US government would impose a 300% import tariff, something near-destructible for the company.

Airbus saves the day

However, Airbus decided to step in and acquire a 50% stake in the company, something beneficial for both parties concerned. This was good for Bombardier, as Airbus has its final assembly station situated in Alabama in the US, meaning that seen as the aircraft technically wasn’t foreign, the import tariff wouldn’t be imposed on it. This would also help Airbus, as it would mean that the company would now profit off of an aircraft which had no competitors at the time. This allowed the aircraft to be reintroduced to the US market, allowing it to thrive.

Where it is now

Now, the CSeries has been re-branded to be the Airbus A220, a move which has knocked it out of the park for the world’s largest aircraft manufacturer. This has allowed airbus to spend absolutely no money on development, and come away with an excellent aircraft, which is dominating its playing field. As of April 2023, 251 aircraft have been delivered, with another 785 firm orders. The airlines operating the aircraft include Delta, JetBlue, SWISS and airBaltic, who operate a fleet solely made up of the A220. When Aviation for Aviators asked their CEO, Martin Gauss, about the aircraft, he said that “The aircraft has performed beyond the company’s expectations, delivering better overall performance, fuel efficiency, and convenience for both passengers and the staff.”

Sources:

• Wendover Productions
• Simple Flying
• airBaltic
• Delta

On January 15th, 2009, US Airways Flight 1549 made history by successfully ditching in the Hudson River, resulting in no fatalities. This event is considered one of aviation’s greatest survival stories. As we reflect on the 14th anniversary of this incident, let’s delve into the story of the “Miracle on the Hudson.”

Miracle on the Hudson: How everything began?

On January 15th of 2009, a US Airways flight 1549 from New York’s LaGuardia Airport to Charlotte, North Carolina, left the tarmac at 15:25 with 155 passengers on board an Airbus A320 led by Captain Chesley “Sully” Sullenberger III who is a 57-year-old former Air Force fighter pilot and a 29-year veteran of US Airways, and the Copilot Jeff Skiles.

Everything was alright for the first 90 seconds after airborne until something caught the eye of the Copilot (“Jeff Skiles”) at 3,000 feet; he saw a flock of Canada geese headed toward the plane, and he shouted: “Birds!!”; moments later, the geese struck the fuselage, wings, and engines.

The passengers felt a powerful thud against the airplane, along with severe vibrations from the engines and a loud explosion. The cabin was then filled up with smoke, a horrible smell came to be, and then an eerie quiet: both engines were disabled.

The reaction of the pilot: just crazy!

Sullenberger made the mayday radio call to the Air Traffic Control (ATC): “Mayday, Mayday, Mayday, followed with the explanation of the situation but calmly.” They discussed their options. It was either to return to LaGuardia or to land at Teterboro Airport in New Jersey, as it was the closest Airport to them. But surprisingly, Sullenberger decided on a radical move: He’d ditch the plane in the Hudson River!!

We all know that neither the Airbus A320 nor any other passenger plane is built to land on water!

“Brace for impact,” said Sullenberger through the intercom. Passengers thought they were going to die, as anyone in this situation would think. The flight attendants start yelling: “Brace! Brace! Brace! Heads down! Stay down!”.

The ‘wet’ touchdown

Sullenberger lowered the plane’s nose in a gradual glide toward the river. The plane managed to clear the George Washington Bridge, and, against the odds, he landed safely on the surface of the Hudson. It skidded across the water at 145 mph and finally slowed to a stop!

He jumped out of his seat quickly, went out of the cockpit, and shouted: “Evacuate the plane!”

His job was now to get all passengers out of the plane, which was quickly filling up with water. Witnesses were convinced that everyone on this flight was dead. What they couldn’t see was that passengers were already exiting the plane. With water seeping into the plane, Sullenberger and Skiles walked the length of the cabin twice, calling “Is anyone there?!”. The water was too cold, they had to walk on top of the seats. But they would not leave the plane until they were sure everyone was out.

Thankfully 154 men, women, and children owed their lives to a modest man who faced adversity with cool competence on one of the most remarkable days in aviation history.

People’s reactions

“He’s the man,” said one of the rescued passengers. “If you want to talk to a hero, get a hold of him.”

“He was thinking in nanoseconds,” said a dormer airline pilot, speaking of Sullenberger. “He made all the right choices at all the right times. He might have been staring at the instrument, but he was feeling that airplane in his hands. He picked his landing spot and went for it”.

After all the thanking was over, Sullenberger was humble. “You’re welcome,” he said simply. Like most heroes, he didn’t want the label. According to him, he was just doing his job.

Sully Movie

In 2016, many people relived what happened when a movie was made about the ‘Miracle on the Hudson’ named “Sully.” Tom Hanks was representing Sullenberger; the movie was directed by Clint Eastwood and won several awards. I recommend watching it if you didn’t do so yet!

Sources:

• Featured Image: Getty Images