Canada starts legal action to transfer confiscated Russian An-124 Ruslan heavy transport aircraft to Ukraine
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On May 6, 2025, Ukrainian Minister of Justice Olga Stefanishyna confirmed that Canada has initiated a legal process to confiscate a Russian An-124-100-150 “Ruslan” strategic transport aircraft currently grounded at Toronto Pearson International Airport since 2022, and intends to transfer the aircraft to Ukraine once judicial procedures are completed. The aircraft belongs to Volga-Dnepr Airlines, a sanctioned Russian cargo operator, and was detained under Canadian authority shortly after Russia’s full-scale invasion of Ukraine. The confiscation is being executed under the Canadian Special Economic Measures Act, with the final decision pending before the Superior Court of Ontario. Follow Army Recognition on Google News at this link
The confiscated aircraft in question is an An-124-100-150 heavy transport aircraft, manufactured by Aviastar-SP in 1995 and registered under the number RA-82078. Its full serial number is 9773054559153. (Picture source: PlaneSpotters/Mario Serrano)
Ukrainian Deputy Prime Minister and Minister of Justice Olga Stefanishyna emphasized that the legal steps are the result of close collaboration between the Ukrainian Ministry of Justice, Ministry of Foreign Affairs, and Canadian authorities. Ukrainian Prime Minister Denys Shmyhal further confirmed the upcoming transfer, framing it within a broader Canadian sanctions package aimed at seizing Russian state-linked assets. The transfer is set to include not only the aircraft but also other Volga-Dnepr properties held in Canada, representing a broader strategic and legal measure in support of Ukraine.
The confiscated An-124-100-150 aircraft was built in 1995 and was one of the 12 An-124-100 units operated by Volga-Dnepr Airlines, which played a significant role in international oversized cargo transport. Prior to its detention in Canada, this specific aircraft had been in flying condition until it was grounded and then officially seized at Toronto’s Lester B. Pearson International Airport following a Canadian order in June 2023 and has remained grounded since. The aircraft was formally arrested under Canadian law, and following a ruling by Ukraine’s High Anti-Corruption Court (HACC) in August 2023, which authorized the seizure of sanctioned assets, Canadian authorities proceeded with legal steps to transfer ownership. Stefanishyna noted that this was one of her key objectives from the outset of her appointment, and described the move as a practical demonstration of international law enforcement. The process gained momentum when the Ukrainian Ministry of Justice transmitted the HACC ruling to Canadian counterparts, prompting Canada’s Attorney General to file a motion for confiscation before the Superior Court of Ontario. If approved, the aircraft will be transferred to Ukraine’s National Agency for the Recovery and Management of Assets derived from corruption or criminal proceedings.
Volga-Dnepr Airlines, based in Russia, has historically specialized in transporting oversized and heavy freight globally using An-124-100 and Il-76 aircraft. The company gained international recognition for its ability to move complex cargo such as gas turbines, military vehicles, and space infrastructure. However, Volga-Dnepr’s compliance record has deteriorated in recent years. The Federal Air Transport Agency (Rosaviatsia) controversially granted the company self-authority to issue its own airworthiness certificates for the An-124 fleet—a violation of international aviation safety protocols. This practice raised serious concerns about operational safety, particularly as Volga-Dnepr experienced multiple technical incidents. One notable case occurred in November 2020, when an An-124-100 performed an emergency landing in Novosibirsk due to a dual-engine malfunction and loss of radio communications. The aircraft overran the runway and sustained significant damage to its landing gear, wing, and engine structures. Though the 14 people on board were unharmed, the incident reinforced doubts about the company’s maintenance procedures and technical oversight.
In May 1987, the An-124 completed a non-stop closed-circuit flight of 20,151 kilometers in 25 hours and 30 minutes, breaking the previous record held by the B-52H Stratofortress. (Picture source: Telegram/Volga-Dnepr)
The An-124 “Ruslan” was developed by the Antonov Design Bureau in the Ukrainian Soviet Socialist Republic (SSR) during the Cold War to rival the American Lockheed C-5 Galaxy in strategic airlift capability. Design efforts began in the mid-1960s with the goal of producing a military transport capable of lifting 100–120 tonnes of cargo. After early projects like the An-122 and An-126 were deemed insufficient, the Soviet Council of Ministers approved the development of a four-engine transport aircraft under the designation An-124. The first full-scale prototype, designated “product 400,” emerged following a complete redesign in 1976. The aircraft incorporated a host of advanced features, including supercritical wings, a two-deck fuselage with segregated pressurized compartments, and an automated diagnostic system. The first flight of the An-124 took place on 24 December 1982 in Kyiv. The aircraft entered operational service in 1987 with the Soviet Air Forces and has remained one of the world’s largest operational transport aircraft since.
Production of the An-124 took place at two main facilities: the Aviant plant in Kyiv and the Aviastar-SP plant in Ulyanovsk. The program involved cooperation among over 100 enterprises across the USSR, including component production in Tashkent, Samara, Stupino, Zaporizhzhia, Moscow, and Kharkiv. Of the 55 aircraft produced between 1984 and 2004, about 46 were still listed in flight registers as of 2011. Main operators included Antonov Airlines in Ukraine, with seven aircraft, and Volga-Dnepr in Russia, with a fleet of 10 units. The Russian Aerospace Forces also operated a number of An-124s, primarily for military logistics. Additional units were exported to the UAE and Libya. However, four aircraft have been lost in accidents, and many others are in long-term storage or require significant maintenance due to the limited availability of replacement parts and the high cost of engine upgrades. The aircraft’s complex systems and aging D-18T engines have led to numerous technical issues during operation, particularly with the landing gear and thrust reversers.
The An-124’s capabilities remain unique in the global airlift market. With a maximum payload of 120 tonnes for the An-124-100 and 150 tonnes for the An-124-150 variant, the aircraft can carry large and heavy equipment that is otherwise impossible to move by air. The cargo bay—measuring 36.5 meters in length, 6.4 meters in width, and 4.4 meters in height—accommodates locomotives, fuselage sections, heavy machinery, and entire military vehicles. Cargo loading is facilitated through both the nose and rear ramps, which include hydraulic deployment systems. Examples of previous missions include the delivery of wind turbines and aircraft fuselages across continents, emergency humanitarian relief supplies, and NATO military logistics. The floor, built from titanium alloy, supports axle loads up to 12 tonnes for single-row arrangements and 10 tonnes for dual-row configurations. Onboard equipment includes two electric winches capable of pulling 3 tonnes each and four overhead electric hoists with a total capacity of 30 tonnes. The aircraft’s built-in crane system and adjustable landing gear allow it to self-load and operate in locations lacking ground handling infrastructure.
The An-124 “Ruslan” was developed by the Antonov Design Bureau in the Ukrainian Soviet Socialist Republic (SSR) during the Cold War to rival the American Lockheed C-5 Galaxy in strategic airlift capability. (Picture source: Telegram/Dmitry Molokovich)
The An-124 earned its place in aviation history by setting multiple performance records. On 26 July 1985, the aircraft lifted a payload of 171,219 kilograms to a height of 10,750 meters, establishing a record for cargo altitude. In May 1987, it completed a non-stop closed-circuit flight of 20,151 kilometers in 25 hours and 30 minutes, breaking the previous record held by the B-52H Stratofortress. These feats helped establish the aircraft’s superiority in strategic heavy lift and demonstrated the success of the USSR’s state-directed aerospace innovation. Altogether, the aircraft set 21 world records in a single flight and became a benchmark for heavy air cargo transport worldwide.
Technically, the An-124 is a high-wing monoplane with four Lotarev D-18T turbofan engines, each producing 229.75 kN of thrust. The An-124-100 has a maximum takeoff weight of 392,000 kilograms, while the upgraded An-124-150 reaches 402,000 kilograms. Its empty weight is over 192,000 kilograms, and the aircraft carries up to 213,740 kilograms of fuel, allowing a range of 4,500 kilometers at full payload. The aircraft cruises at 750 km/h at altitudes between 9,450 and 10,670 meters. The flight crew typically consists of six members, with an additional seventh crew member or support staff depending on mission configuration. The An-124 is equipped with both front and rear cargo doors, electric loading systems, and a robust onboard diagnostic suite. It also has a variable geometry undercarriage system that allows it to “kneel” during cargo operations, improving ramp angles and facilitating vehicle ingress and egress.
The aircraft’s fuselage is divided into two decks. The lower deck houses the cargo compartment, while the upper deck includes crew accommodations and seating for up to 80 personnel accompanying the cargo. The cargo compartment is pressurized to allow high-altitude transport without supplemental oxygen for crew or passengers. The aircraft is capable of operating from prepared runways over 3,000 meters in length, though it has limited capability to use unpaved airfields. Advanced features such as its automated onboard monitoring system (BASK), supercritical wing profile, and efficient aerodynamic design contribute to reduced fuel consumption compared to earlier Soviet transports like the An-22 and Il-76. Despite a record of 189 significant technical incidents during its first 11 years of service, the An-124 remains one of the most capable strategic airlifters ever produced and is still a vital asset for nations with oversized transport needs. With Canada’s transfer of the detained aircraft, Ukraine is expected to enhance its strategic airlift capacity for both defense and reconstruction logistics.
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On May 6, 2025, Ukrainian Minister of Justice Olga Stefanishyna confirmed that Canada has initiated a legal process to confiscate a Russian An-124-100-150 “Ruslan” strategic transport aircraft currently grounded at Toronto Pearson International Airport since 2022, and intends to transfer the aircraft to Ukraine once judicial procedures are completed. The aircraft belongs to Volga-Dnepr Airlines, a sanctioned Russian cargo operator, and was detained under Canadian authority shortly after Russia’s full-scale invasion of Ukraine. The confiscation is being executed under the Canadian Special Economic Measures Act, with the final decision pending before the Superior Court of Ontario.
Follow Army Recognition on Google News at this link
The confiscated aircraft in question is an An-124-100-150 heavy transport aircraft, manufactured by Aviastar-SP in 1995 and registered under the number RA-82078. Its full serial number is 9773054559153. (Picture source: PlaneSpotters/Mario Serrano)
Ukrainian Deputy Prime Minister and Minister of Justice Olga Stefanishyna emphasized that the legal steps are the result of close collaboration between the Ukrainian Ministry of Justice, Ministry of Foreign Affairs, and Canadian authorities. Ukrainian Prime Minister Denys Shmyhal further confirmed the upcoming transfer, framing it within a broader Canadian sanctions package aimed at seizing Russian state-linked assets. The transfer is set to include not only the aircraft but also other Volga-Dnepr properties held in Canada, representing a broader strategic and legal measure in support of Ukraine.
The confiscated An-124-100-150 aircraft was built in 1995 and was one of the 12 An-124-100 units operated by Volga-Dnepr Airlines, which played a significant role in international oversized cargo transport. Prior to its detention in Canada, this specific aircraft had been in flying condition until it was grounded and then officially seized at Toronto’s Lester B. Pearson International Airport following a Canadian order in June 2023 and has remained grounded since. The aircraft was formally arrested under Canadian law, and following a ruling by Ukraine’s High Anti-Corruption Court (HACC) in August 2023, which authorized the seizure of sanctioned assets, Canadian authorities proceeded with legal steps to transfer ownership. Stefanishyna noted that this was one of her key objectives from the outset of her appointment, and described the move as a practical demonstration of international law enforcement. The process gained momentum when the Ukrainian Ministry of Justice transmitted the HACC ruling to Canadian counterparts, prompting Canada’s Attorney General to file a motion for confiscation before the Superior Court of Ontario. If approved, the aircraft will be transferred to Ukraine’s National Agency for the Recovery and Management of Assets derived from corruption or criminal proceedings.
Volga-Dnepr Airlines, based in Russia, has historically specialized in transporting oversized and heavy freight globally using An-124-100 and Il-76 aircraft. The company gained international recognition for its ability to move complex cargo such as gas turbines, military vehicles, and space infrastructure. However, Volga-Dnepr’s compliance record has deteriorated in recent years. The Federal Air Transport Agency (Rosaviatsia) controversially granted the company self-authority to issue its own airworthiness certificates for the An-124 fleet—a violation of international aviation safety protocols. This practice raised serious concerns about operational safety, particularly as Volga-Dnepr experienced multiple technical incidents. One notable case occurred in November 2020, when an An-124-100 performed an emergency landing in Novosibirsk due to a dual-engine malfunction and loss of radio communications. The aircraft overran the runway and sustained significant damage to its landing gear, wing, and engine structures. Though the 14 people on board were unharmed, the incident reinforced doubts about the company’s maintenance procedures and technical oversight.
In May 1987, the An-124 completed a non-stop closed-circuit flight of 20,151 kilometers in 25 hours and 30 minutes, breaking the previous record held by the B-52H Stratofortress. (Picture source: Telegram/Volga-Dnepr)
The An-124 “Ruslan” was developed by the Antonov Design Bureau in the Ukrainian Soviet Socialist Republic (SSR) during the Cold War to rival the American Lockheed C-5 Galaxy in strategic airlift capability. Design efforts began in the mid-1960s with the goal of producing a military transport capable of lifting 100–120 tonnes of cargo. After early projects like the An-122 and An-126 were deemed insufficient, the Soviet Council of Ministers approved the development of a four-engine transport aircraft under the designation An-124. The first full-scale prototype, designated “product 400,” emerged following a complete redesign in 1976. The aircraft incorporated a host of advanced features, including supercritical wings, a two-deck fuselage with segregated pressurized compartments, and an automated diagnostic system. The first flight of the An-124 took place on 24 December 1982 in Kyiv. The aircraft entered operational service in 1987 with the Soviet Air Forces and has remained one of the world’s largest operational transport aircraft since.
Production of the An-124 took place at two main facilities: the Aviant plant in Kyiv and the Aviastar-SP plant in Ulyanovsk. The program involved cooperation among over 100 enterprises across the USSR, including component production in Tashkent, Samara, Stupino, Zaporizhzhia, Moscow, and Kharkiv. Of the 55 aircraft produced between 1984 and 2004, about 46 were still listed in flight registers as of 2011. Main operators included Antonov Airlines in Ukraine, with seven aircraft, and Volga-Dnepr in Russia, with a fleet of 10 units. The Russian Aerospace Forces also operated a number of An-124s, primarily for military logistics. Additional units were exported to the UAE and Libya. However, four aircraft have been lost in accidents, and many others are in long-term storage or require significant maintenance due to the limited availability of replacement parts and the high cost of engine upgrades. The aircraft’s complex systems and aging D-18T engines have led to numerous technical issues during operation, particularly with the landing gear and thrust reversers.
The An-124’s capabilities remain unique in the global airlift market. With a maximum payload of 120 tonnes for the An-124-100 and 150 tonnes for the An-124-150 variant, the aircraft can carry large and heavy equipment that is otherwise impossible to move by air. The cargo bay—measuring 36.5 meters in length, 6.4 meters in width, and 4.4 meters in height—accommodates locomotives, fuselage sections, heavy machinery, and entire military vehicles. Cargo loading is facilitated through both the nose and rear ramps, which include hydraulic deployment systems. Examples of previous missions include the delivery of wind turbines and aircraft fuselages across continents, emergency humanitarian relief supplies, and NATO military logistics. The floor, built from titanium alloy, supports axle loads up to 12 tonnes for single-row arrangements and 10 tonnes for dual-row configurations. Onboard equipment includes two electric winches capable of pulling 3 tonnes each and four overhead electric hoists with a total capacity of 30 tonnes. The aircraft’s built-in crane system and adjustable landing gear allow it to self-load and operate in locations lacking ground handling infrastructure.
The An-124 “Ruslan” was developed by the Antonov Design Bureau in the Ukrainian Soviet Socialist Republic (SSR) during the Cold War to rival the American Lockheed C-5 Galaxy in strategic airlift capability. (Picture source: Telegram/Dmitry Molokovich)
The An-124 earned its place in aviation history by setting multiple performance records. On 26 July 1985, the aircraft lifted a payload of 171,219 kilograms to a height of 10,750 meters, establishing a record for cargo altitude. In May 1987, it completed a non-stop closed-circuit flight of 20,151 kilometers in 25 hours and 30 minutes, breaking the previous record held by the B-52H Stratofortress. These feats helped establish the aircraft’s superiority in strategic heavy lift and demonstrated the success of the USSR’s state-directed aerospace innovation. Altogether, the aircraft set 21 world records in a single flight and became a benchmark for heavy air cargo transport worldwide.
Technically, the An-124 is a high-wing monoplane with four Lotarev D-18T turbofan engines, each producing 229.75 kN of thrust. The An-124-100 has a maximum takeoff weight of 392,000 kilograms, while the upgraded An-124-150 reaches 402,000 kilograms. Its empty weight is over 192,000 kilograms, and the aircraft carries up to 213,740 kilograms of fuel, allowing a range of 4,500 kilometers at full payload. The aircraft cruises at 750 km/h at altitudes between 9,450 and 10,670 meters. The flight crew typically consists of six members, with an additional seventh crew member or support staff depending on mission configuration. The An-124 is equipped with both front and rear cargo doors, electric loading systems, and a robust onboard diagnostic suite. It also has a variable geometry undercarriage system that allows it to “kneel” during cargo operations, improving ramp angles and facilitating vehicle ingress and egress.
The aircraft’s fuselage is divided into two decks. The lower deck houses the cargo compartment, while the upper deck includes crew accommodations and seating for up to 80 personnel accompanying the cargo. The cargo compartment is pressurized to allow high-altitude transport without supplemental oxygen for crew or passengers. The aircraft is capable of operating from prepared runways over 3,000 meters in length, though it has limited capability to use unpaved airfields. Advanced features such as its automated onboard monitoring system (BASK), supercritical wing profile, and efficient aerodynamic design contribute to reduced fuel consumption compared to earlier Soviet transports like the An-22 and Il-76. Despite a record of 189 significant technical incidents during its first 11 years of service, the An-124 remains one of the most capable strategic airlifters ever produced and is still a vital asset for nations with oversized transport needs. With Canada’s transfer of the detained aircraft, Ukraine is expected to enhance its strategic airlift capacity for both defense and reconstruction logistics.
