A classic flying boat that first flew in the late 1940s may be headed back into production.
Amphibian Aerospace Industries (AAI) of Brisbane, Australia, and India’s Apogee Aerospace announced a deal for 15 “Albatross 2.0” amphibious aircraft, a modernized version of the original Grumman HU-16 Albatross that could see duty in the future in maritime patrol, paramilitary, search-and-rescue, and commercial roles.
The agreement carries a reported value of about $420 million and includes plans to establish manufacturing, maintenance, and systems integration capability in India, the companies said.
The original HU-16 rolled off Grumman production lines on Long Island near New York City between 1947 and 1961. The US Coast Guard retired its last example in 1983. Only a handful remain airworthy today.
AAI acquired the type certificate for the Albatross and its military variant and now plans to revive the aircraft as a certified transport-category amphibian capable of carrying up to 28 passengers or 10,000 pounds of cargo, depending on configuration.
The companies suggest the Albatross could be headed back into full-rate production, though the path forward appears to be focused on a phased approach. Early aircraft may rely on refurbished legacy airframes, but AAI also signaled intent to build new aircraft under the existing type certificate. The partnership includes establishing tail-section manufacturing in India and developing military variants for Indian defense customers.
Unlike the radial-engine HU-16s that became common sights in the 1950s, the Albatross 2.0 will use Pratt & Whitney Canada PT6 turboprops. The companies have not identified a specific dash number, but the PT6 remains one of the most widely supported turboprop engines in service. The aircraft will feature a modern glass cockpit and updated interiors tailored to passenger, cargo, surveillance, or government roles.
AAI describes the aircraft as the only FAA or EASA certified transport-category amphibious aircraft with more than 19 seats. If it reenters production, that would place it in a niche market with little direct competition. Viking’s Twin Otter can operate on floats, but it does not match the Albatross in cabin size or open-sea capability.
The closest modern comparison to the proposed Albatross revival is the De Havilland Canadair 515, a newly relaunched twin-turboprop amphibian built for wildfire suppression. It operates in a similar size class and under modern certification standards, though it serves a specialized firefighting role rather than passenger or multi-mission transport.
A handful of privately owned Grumman HU-16 Albatross aircraft remain airworthy today, some with refitted executive interiors and upgraded avionics, demonstrating that the platform itself can still fly, even if large-scale production has been dormant for decades.
Performance numbers for the Albatross 2.0 were not detailed in the announcement. The original HU-16 cruised at roughly 200 knots with a range around 2,800 nautical miles, depending on configuration. Whether the modernized version improves meaningfully on those figures remains to be seen. The companies say the aircraft can operate in open-sea conditions with wave heights of six to eight feet.
At $420 million for 15 aircraft, the implied unit price approaches $28 million per airplane, though that figure likely also includes support, infrastructure, and industrial investment. Apogee also plans to invest additional funds to establish maintenance, overhaul, and training capability in India.