On the third anniversary of the Russian invasion of Ukraine, we asked our Ukrainian-born journalist Anastasiya Simsek to take a personal look at air cargo in her country in the face of armed hostilities.

Indeed, those who have wings don’t need the ground.
А й правда, крилатим ґрунту не треба.

If there is no land, there will be a sky.
Землі немає, то буде небо.

If there is no field, there will be freedom.
Немає поля, то буде воля.

If there is no love, there will be clouds.
Немає пари, то будуть хмари.

That might be about the life of a bird…
В цьому, напевно, правда пташина…

But what about people? How do they live?
А як же людина? А що ж людина?

They live on the ground, not able to fly.
Живе на землі. Сама не літає.

But they have wings. They do have wings!
А крила має. А крила має!

— Lina Kostenko, 1958

Words by Lina Kostenko hold deep meaning for Ukrainians today. A dream (In Ukrainian – ‘mriya’) is not just a word; it is the driving force that propels humanity forward, even in the darkest times. The destruction of the legendary Antonov An-225 Mriya in the early days of the full-scale invasion became a symbol not only of devastation but of the unwavering Ukrainian spirit.

Despite the war, Ukrainian aviation continues to exist and evolve. The air cargo sector, which before 2022 was a powerful global player, faced unprecedented challenges – destroyed airports, loss of aircraft, and the inability to operate in Ukrainian airspace. However, even in these extreme conditions, Antonov Airlines, the largest operator of heavy cargo transportation, continues its mission by operating out of a temporary base in Germany.

From Soviet-Era giants to a key cargo niche

Ukraine’s prominence in cargo aviation traces back to the Soviet era, when the Antonov Design Bureau, now Antonov Company, in Kyiv developed the world’s largest cargo airplanes. The An-124 “Ruslan” heavy freighter first flew in 1982 and became a workhorse for oversized cargo, while the An-225 “Mriya” – the record-breaking six-engine behemoth built in 1988 – remains the heaviest aircraft ever constructed​

After independence, Ukraine retained a portion of this fleet and established Antonov Airlines in the 1990s to commercialise these giants for global logistics needs. Together with Russia’s Volga-Dnepr Airlines, which operates similar Antonov-built aircraft, they dominated the niche market for transporting ultra-heavy and outsized cargo such as industrial equipment, aerospace components, and relief supplies. By 2022, Antonov Airlines fielded seven An-124 Ruslans and the unique An-225 Mriya for cargo operations​, making it the only carrier capable of lifting loads unattainable for standard freighters. Major international programmes, including NATO’s SALIS programme for strategic airlift, relied on Antonov’s fleet for moving military and humanitarian cargo.

In fact, about 50% of Antonov’s flights were for NATO customers under SALIS (Strategic Airlift International Solution) at below-market rates, with the other half serving commercial clients worldwide​ Ukraine’s geographic position and industrial capacity also supported a broader airfreight sector. Kyiv’s Boryspil International Airport, the country’s largest hub, handled a record 45,675 tonnes of cargo in 2021​, thanks to rising e-commerce and recovery from the COVID-19 slump.

International logistics firms like DHL established facilities near Boryspil, and Ukrainian carriers, mostly in passenger operations, carried freight in belly holds on global routes. Additionally, new entrants were poised to expand the market – for example, private parcel giant Nova Poshta launched its own cargo airline Supernova Airlines during the war, completing its first Boeing 737F charter flights via European airports in 2024​. This momentum underscored the long-term potential of Ukraine’s air cargo industry – a potential abruptly derailed by the Russian invasion in February 2022.

War’s toll on infrastructure and fleet

The Russian invasion delivered a devastating blow to Ukraine’s aviation infrastructure, especially at the Antonov-2 Hostomel Airport near Kyiv – Antonov’s home airfield and testing ground. In the battle for Hostomel in late February 2022, Russian forces inflicted massive damage on the Antonov airport facilities and fleet.

“With the beginning of the full-scale invasion, the Russian Federation caused significant damage to the infrastructure of the home airport of Antonov in the city of Hostomel. The unique aircraft An-22, An-225, An-124 were significantly damaged. The airline’s head office was destroyed. The An-28, An-74, An-26 were completely destroyed,” recounts Dmytro Prosvirin, head of Antonov’s Commercial Department.

The company’s headquarters at the airport was also demolished. These losses were a heavy blow – Antonov Airlines’ fleet shrank from eight large cargo jets to five after the battle​. Before the war, as noted, Antonov had operated seven Ruslans and the Mriya; by mid-2022 only five An-124s remained operational, eliminating one-third of its cargo capacity.

Beyond Antonov’s own fleet, the war effectively shut down all commercial aviation in Ukraine. As missiles struck airports and airspace was closed for safety, Boryspil and other airports ceased operations on February 24 2022​. No scheduled or charter cargo flights could originate from or land in Ukraine due to the high security risk. This meant that all airfreight to and from Ukraine had to be rerouted via neighbouring countries. For example, Poland’s Rzeszów-Jasionka airport became a critical logistics gateway for Ukraine, handling as much as “90% of military and humanitarian aid” destined for Ukraine by air​.

Cargo destined for Ukrainian businesses or relief efforts now typically flies into hubs like Rzeszów, Warsaw or Budapest and is then trucked across the border. This workaround keeps essential goods flowing, but at the cost of longer transit times and complex intermodal transfers.

The destruction of the An-225 Mriya – a global aviation icon – was perhaps the most visible symbol of the war’s toll on Ukrainian aviation. The 84m wingspan giant had set numerous records for cargo payload and size, and its loss reverberated worldwide. Ukrainian authorities have vowed to rebuild the Mriya as a symbol of resilience, and plans for a new An-225 have been discussed more on this in a later section. In the words of David Arahamiya, a government representative, occupiers may destroy material things but “‘Мрію’ – ніколи” (“the ‘Dream’ – never”). He revealed that as early as mid-2022, Ukraine was “already working on a project to build a new plane… updated with modern, digital equipment, which will allow the Mriya to become even stronger.”

This ambitious project, he noted, was a topic of discussion with foreign partners such as British entrepreneur Richard Branson, who expressed readiness to assist in rebuilding Antonov’s destroyed base and its flagship plane​.

Global logistics disrupted by the conflict

The shockwaves of Russia’s invasion rippled far beyond Ukraine’s borders, significantly disrupting global air logistics routes and capacity. With Ukraine’s airspace closed and sanctions imposed on Russian aviation, airlines worldwide had to redraw their flight paths almost overnight. Crucially, Russian carriers – which played a major role in international air cargo – were largely side-lined.

The largest Russian cargo airline, Volga-Dnepr, and subsidiaries like AirBridgeCargo, halted operations in March 2022 due to European sanctions​. This group had handled nearly half of Russia’s airfreight market and about 4% of global air cargo capacity​, especially on Europe-Asia routes. Its grounding abruptly removed a significant chunk of heavy-lift capacity from the international market.

For Ukraine’s Antonov Airlines, the war created both challenges and opportunities on the global stage. On one hand, the damage to Antonov’s fleet and the ongoing conflict limited its operations. On the other hand, the exit of Russian competitors like Volga-Dnepr opened up market share for heavy-lift jobs that only the Antonov Ruslans can perform. Prior to the war, Antonov and Volga-Dnepr often collaborated or competed in transporting outsized cargo: for example, both were contractors in the SALIS strategic airlift programme.

With Russian aircraft banned from European and US airspace, Antonov’s AN-124-100 fleet became even more indispensable for Western aerospace, energy, and defence clients.

“Antonov Airlines is currently the principal provider of air transport services for super-heavy and oversized cargo,” notes Prosvirin. “Antonov Airlines is currently the principal provider of air transport services for super-heavy and oversized cargo.”

Adapting operations amid closed skies

With its home base in ruins and Ukrainian airspace unsafe, Antonov Airlines had to quickly adapt to continue its missions. Within weeks of the invasion, the company relocated its remaining flying fleet out of Ukraine. In March 2022, five AN-124 Ruslans were ferried to Leipzig Halle Airport in Germany, which offered a friendly haven for the displaced Ukrainian carrier​.

Prosvirin affirms that since the move, all necessary logistics have been arranged to support operations abroad, minimising disruptions: “Since February 2022, aircraft maintenance has been carried out at Leipzig/Halle Airport… all components are delivered in advance, and maintenance work is carried out exactly on time.”

All aircraft maintenance is carried out in Leipzig; spare parts are shipped from Kyiv to Germany. Thanks to this proactive co-ordination, Antonov’s team ensured there have been no delays in carrying out transports.

Crucially, Antonov’s decades of experience on international routes helped it adjust swiftly to the new reality. Before the war, the airline routinely flew worldwide and was accustomed to flexibility.

“Many years of experience in the international air transportation market have allowed us to adapt quite quickly to changing logistical conditions,” notes Prosvirin​

The AN-124s have been flying from their new German base to destinations across North America, Europe, the Middle East, Africa, and Asia-Pacific, carrying project cargo for industries like aerospace, oil & gas, heavy engineering, and energy.

“We continue to provide logistics for the aerospace, oil and gas, industrial, and energy sectors,” says Prosvirin.

Humanitarian missions have also remained a priority. Even as a commercial company, Antonov has found ways to deliver relief cargo for Ukraine when needed: “In our pursuit of peace and an end to the war in Ukraine, we always find opportunities to deliver humanitarian cargo in the interests of the Ukrainian government.”

Another facet of adaptation has been adjusting to shifts in cargo demand. The war came on the heels of the COVID-19 pandemic, which had already altered global supply chains. Antonov observed that demand for certain cargo categories grew after 2020, notably for “project cargo” in aerospace and energy as industries rebounded from the pandemic lull.

“After the global pandemic, logistics processes were restructured. Demand for project cargo transportation increased… Global businesses recovered… and returned to their usual production processes,” the company notes.

“We prioritise unique project cargoes, which is the basis of our specialisation,” explains Prosvirin.

In practice, that means an Antonov AN-124 might be chartered to move anything from a giant satellite or a power generator to a whole train locomotive – cargoes that keep global commerce and infrastructure projects going even in turbulent times. By concentrating on this niche and leveraging its unmatched aircraft capabilities, Antonov Airlines has managed to stay relevant and solvent through the crisis. In fact, despite the wartime setbacks, the carrier is on track to restore its revenues to pre-war levels by 2024, according to recent reports​.

Prospects for recovery and rebuilding after the war

Looking ahead, the full revival of Ukraine’s air cargo market hinges on peace and rebuilding. Restoring infrastructure, reopening airspace, and modernising regulations will all be key to a post-war recovery.

As Prosvirin emphasises, so much now depends on the war ending and Ukrainian airspace reopening​. Until the skies are safe, Ukraine cannot resume normal cargo flights from its territory. Government officials have not ventured to give timelines for when airports might reopen. In essence, the timing is uncertain and largely tied to the progress of the war.

However, planning for the future is well underway. Ukraine and its aviation companies are actively considering what it will take to rebuild and even upgrade the cargo sector once fighting stops. A top priority will be reconstructing damaged airports and facilities. For Antonov, the “desired change” after victory is “reconstruction of the domestic airport in Hostomel, construction of logistics hubs.”

Reconstructing Antonov (Hostomel) Airport into a modern cargo hub could significantly boost Ukraine’s air freight capacity, possibly even surpassing its pre-war role by incorporating state-of-the-art logistics infrastructure. Likewise, Kyiv’s Boryspil Airport – intact but closed – will need security assurances and perhaps upgrades to regain airlines’ confidence once flights resume. Notably, Antonov’s interim base at Leipzig is only temporary; the company assures that after victory and necessary repairs, Hostomel will once again become the base for its Ruslan fleet​.

Beyond physical reconstruction, there is recognition that major investments and international partnerships will be required. Prosvirin points to large infrastructure projects involving international partners – as crucial to reviving the market​. This could include foreign funding or joint ventures to rebuild airports, expand fleets, and develop new cargo terminals. Indeed,

Despite current uncertainties, optimism persists that Ukraine’s air cargo sector will not only recover but emerge stronger. Prosvirin notes that Antonov has used this period to internally strengthen itself: “We managed to attract highly qualified specialists who make a significant contribution to the development and prosperity of Antonov.”

International support and co-operation: A pillar for revival

International co-operation is emerging as a pillar of Ukraine’s strategy to rebuild its aviation sector. From providing an operational base in Germany to future reconstruction funding, foreign partners have been and will be indispensable. As Prosvirin acknowledges, the future of Ukraine’s aviation is possible only in broad international partnership​.

Since 2022, Antonov has felt strong support from global aviation and logistics partners. This support has taken many forms: European and North American airports accommodating Ukrainian operations, NATO contracting Antonov for defence transport, Western manufacturers assisting with spare parts and maintenance, and international customers sticking with Antonov despite the challenges. The Leipzig airport collaboration is a prime example of a foreign ally stepping up – Germany not only hosts Antonov’s fleet but also benefits, since the Ukrainian freighters contribute to the cargo throughput and economic activity at the hub. Likewise, other airports such as those in Turkey, the UAE, and Canada have remained “highly effective and open to co-operation” in handling Ukrainian cargo charters, according to Antonov’s view. Such openness will be crucial when Ukrainian airports reopen; until then, these global hubs effectively keep Ukraine connected to the world.

Looking to the reconstruction phase, Ukraine is actively engaging governments and international organisations for assistance. Prosvirin confirms that such negotiations are ongoing​.

It is anticipated that a consortium of allies may help finance the rebuilding of airports like Hostomel and possibly invest in a new An-225 Mriya. The creation of an international fund to revive the Mriya has already been proposed by Antonov’s state enterprise​, signalling that they will seek worldwide contributions to this high-profile project. Indeed, any attempt to construct a second Mriya, or a comparably large transport, would likely involve companies from multiple countries supplying parts, technology, and expertise – truly a global endeavour. Prosvirin notes that no concrete joint development talks are underway yet for Mriya, but if the project goes ahead, it can only happen with broad international co-operation.

Rebuilding the “Mriya”

No discussion of Ukraine’s cargo aviation future is complete without addressing the fate of the An-225 Mriya, the legendary aircraft whose name means “Dream.” The destroyed Mriya has come to symbolise both the scale of Ukraine’s loss and the heights of its aerospace achievement. Reconstructing this plane would be an emotional and technological triumph, signalling Ukraine’s return as a major aerospace player. Antonov Company has already begun preliminary work on the Mriya reconstruction, focusing on design and engineering plans.

“We continue to carry out documentation work related to calculations, design and other necessary design processes,” says Prosvirin​.

However, the actual building of the second Mriya is deferred until after the war.

“Like any airline, we would like to have such an aircraft in our fleet. But the final plans for reconstruction… we will be able to discuss only after victory,” he noted.

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