The only continent you can't book a flight to

Antarctica is the only continent on Earth with no commercial airports, no IATA-registered airline services, and no way to simply search for a ticket and fly there. Yet roughly 1,500 to 2,000 people travel to the continent by air every year, researchers, expedition participants, extreme tourists, and a handful of government officials. The flights exist. They are simply not the flights you are used to.

The continent itself is larger than Europe and the United States combined, almost entirely covered in ice, and governed by no single nation under the Antarctic Treaty System. There are no immigration controls, no civilian airports in the conventional sense, and no airline with a commercial service south of 60° south latitude that any ordinary traveller can buy a seat on. What exists instead is a patchwork of research-station logistics flights, purpose-built expedition charters, and two thin threads of quasi-commercial aviation that come closer than anything else to a scheduled service to Antarctica.

This guide covers every real option, from the only semi-commercial route to the deep interior, from government research flights to scenic overflights that never land at all.

Option 1: Punta Arenas (PUQ) → King George Island (TNM)

The closest thing to a scheduled flight to Antarctica

Airline: Aerovías DAP

Aircraft: ATR 42-500 / ATR 72 turboprop

Distance: ~1,220 km (760 miles)

Flight Time: ~2 hours

Gateway City: Punta Arenas, Chile (PUQ)

Who can book: Antarctic programme staff + commercial expedition passengers (via operator package)

King George Island (Isla Rey Jorge in Spanish) is the largest of the South Shetland Islands, sitting at the northern tip of the Antarctic Peninsula just 120 km south of Cape Horn. It hosts the densest concentration of research stations in all of Antarctica, Argentina's Carlini, Russia's Bellingshausen, Chile's Presidente Eduardo Frei Montalva, Uruguay's Artigas, Poland's Arctowski, China's Great Wall, Brazil's Comandante Ferraz, South Korea's King Sejong, and Germany's Dallmann Laboratory all operate here, which makes the island the closest thing the continent has to a crossroads of international air traffic.

The island's main airport, Teniente Rodolfo Marsh Martin Airport (TNM) , operates on a gravel runway maintained by the Chilean Air Force (Fuerza Aérea de Chile, FACh). It is not an international civil airport in any conventional sense, but it receives regular turboprop services from Punta Arenas operated by Aerovías DAP , a Chilean regional carrier founded in 1980 that has been running this route longer than any other civilian operator. These flights carry supplies, personnel rotations and, in a limited capacity, paying passengers booked through expedition operators. Services operate year-round, with higher frequency during the austral summer (November to March) when research stations are at full capacity and expedition tourism peaks.

From King George Island, passengers typically transfer to expedition vessels for the remainder of their Antarctic journey. The combination of flying to TNM and then sailing further south is increasingly popular as an alternative to the full Drake Passage crossing from Ushuaia, marketed as a "fly-cruise" package by expedition operators. The flight itself crosses the Drake Passage entirely by air, cutting what would be a 48-hour sea voyage to a 2-hour flight, albeit one subject to the same extreme weather that governs all Antarctic aviation. Weather holds of one to three days are normal on this route; travellers should allow buffer days in Punta Arenas.

Getting to Punta Arenas first requires a flight to Santiago de Chile (SCL), from where LATAM Airlines, JetSMART, and Sky Airline all operate services to PUQ. The total journey from Sydney, London, or New York to King George Island typically involves at least three separate flights and a minimum of two days' travel.

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Option 2: Punta Arenas (PUQ) → Union Glacier - ALE Expedition Charters

The only way to reach deep continental Antarctica by air as a civilian

Operator: Antarctic Logistics & Expeditions (ALE)

Aircraft: Ilyushin Il-76TD (intercontinental) / Basler BT-67 & DHC-6 Twin Otter (internal)

Distance: ~2,800 km (1,740 miles) from Punta Arenas to Union Glacier

Flight Time: ~5.5 hours (Il-76TD)

Season: November to January only (austral summer)

Who can book: Commercial expedition passengers (open booking, extremely high cost)

For those seeking to reach the deep continental interior, the South Pole, the Ellsworth Mountains, or other remote inland locations, the answer is Antarctic Logistics & Expeditions (ALE) , the only private company with a permitted operation at Union Glacier Blue Ice Runway in the Heritage Range of the Ellsworth Mountains. At 79°46′S, 83°19′W, Union Glacier sits approximately 1,000 km from the South Pole and 2,800 km from Punta Arenas.

ALE operates a Soviet-era Ilyushin Il-76TD heavy freighter on the Punta Arenas–Union Glacier route, one of the most extraordinary aircraft operations on the planet. The Il-76 lands on a natural blue-ice runway that ALE's own team maintains exclusively, grooming the surface each season. There are no permanent runways, no instrument landing systems, and no conventional navigation infrastructure, only GPS, meticulous surface preparation, and crew experience accumulated over decades. Flights operate only during the narrow Antarctic summer window when the sun does not set, polar high-pressure systems provide acceptable conditions, and the blue-ice runway is at its most stable.

From Union Glacier, ALE operates further internal transfers using Basler BT-67s (a turboprop conversion of the legendary Douglas DC-3) and DHC-6 Twin Otters operated under contract by Kenn Borek Air, Canada's premier polar aviation specialist. Destinations include the South Pole (Amundsen–Scott South Pole Station), Vinson Massif Base Camp for mountaineering parties, and various deep-field research sites. The ski-equipped Twin Otter remains the workhorse of Antarctic interior aviation: low-speed, forgiving, and capable of landing on surfaces that would destroy any other fixed-wing aircraft.

The cost of an ALE-operated South Pole expedition, including the Il-76 flights and on-ice logistics, starts at approximately USD $60,000 to USD $80,000 per person for a guided ski-to-Pole package. It is by a wide margin the most expensive civilian aviation experience available anywhere on Earth, but it is also the only way a private individual can reach the Geographic South Pole by air.

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Option 3: Flying to Ushuaia (USH) - The Southern Gateway

Argentina's southernmost city and the Antarctic Peninsula connection

Airlines to Ushuaia: Aerolíneas Argentinas, LATAM, JetSMART (via Buenos Aires)

Aircraft to Ushuaia: Boeing 737-800 / Airbus A320 family

Gateway to: Antarctic Peninsula expedition cruises; infrequent Argentine government flights to Marambio Base

Distance from Ushuaia to Antarctic Peninsula: ~950 km (590 miles) by sea

Ushuaia, Argentina, at 54°48′S, is the world's southernmost commercial airport (IATA: USH) and the closest civil aviation hub to the Antarctic continent. It is the primary embarkation point for the vast majority of Antarctic expedition cruises, and the city's relationship with Antarctica is largely maritime. Passengers fly commercially to Malvinas Argentinas International Airport and then board expedition ships for the two-day Drake Passage crossing south toward the Antarctic Peninsula.

However, Ushuaia also plays a role in Argentine government air logistics to Antarctica. The Argentine state airline arm LADE (Líneas Aéreas del Estado) operates periodic government flights from southern Argentine airports to Vicecomodoro Marambio Base (MHC) , located on Seymour Island off the northeastern tip of the Antarctic Peninsula. These flights are not commercially available to the public and serve only Argentine military, scientific, and support personnel.

For civilian travellers, Ushuaia is best understood as a jump-off point for sea-based Antarctic expeditions. Multiple daily Aerolíneas Argentinas services connect Buenos Aires Aeroparque (AEP) to USH in approximately 3.5 hours, making it straightforward to reach from most South American cities or via Buenos Aires on a transcontinental flight. Fly-cruise operators often include the Buenos Aires–Ushuaia flight as part of their package pricing.

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Option 4: Christchurch (CHC) → McMurdo Station - US Antarctic Program

The Pacific gateway for American and allied research programs

Operator: US Antarctic Program (USAP) / United States Air Force / New York Air National Guard

Aircraft: Boeing C-17A Globemaster III, Lockheed LC-130H/J Hercules

Distance: ~3,800 km (2,360 miles)

Flight Time: ~5 hours (C-17) / ~8 hours (LC-130)

Who can fly: US government personnel, NSF-funded scientists, approved researchers, limited media; no commercial access

The United States Antarctic Program operates the largest and most sophisticated air logistics network on the continent, centred on McMurdo Station on Ross Island in the Ross Sea region of East Antarctica. The primary gateway to McMurdo is Christchurch International Airport (CHC) in New Zealand, where the USAP maintains a dedicated Antarctic Terminal - a processing facility where all US Antarctic passengers receive their ECW (extreme cold weather) clothing issue, briefings, and manifesting before departure.

The main airlift between Christchurch and McMurdo uses Boeing C-17A Globemaster III heavy military transport aircraft, capable of flying the 3,800 km Southern Ocean crossing in approximately five hours. These aircraft land on Williams Field, a sea-ice runway on McMurdo Sound that is operational in winter, or on the Phoenix Airfield compacted-snow runway used in summer. The ski-equipped LC-130 Hercules of the New York Air National Guard's 109th Airlift Wing are the other major platform, essential for flights to the South Pole Station and remote field camps where wheeled landing is impossible.

McMurdo Station (ICAO: NZIR) functions as the hub of all US Antarctic air operations, with LC-130s and Twin Otters providing connections to Amundsen–Scott South Pole Station (~1,360 km, approximately 3 hours by LC-130), Siple Dome , WAIS Divide , and dozens of remote field camps across the continent. The New Zealand Antarctic Programme's Scott Base is co-located with McMurdo and uses the same airfield infrastructure.

These routes are not available to the general public. Passengers must be sponsored by an approved US government agency or research institution under the USAP framework, or credentialed media on approved assignments. The Antarctic Treaty also applies: US citizens travelling to Antarctic Treaty areas must hold a US State Department permit.

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Option 5: Hobart (HBA) → Casey / Davis / Mawson - Australian Antarctic Division

Australia's air bridge to East Antarctica

Operator: Australian Antarctic Division (AAD) / Skytraders (charter)

Aircraft: Airbus A319 (wheeled landings on blue-ice runways)

Distance: ~4,100 km (HBA–Casey); ~5,600 km (HBA–Davis)

Flight Time: ~5 hours (Casey); ~7 hours (Davis)

Season: October to March (austral summer)

Who can fly: AAD expeditioners, government researchers; no commercial access

Australia operates three permanent year-round research stations in the Australian Antarctic Territory - Casey Station (66°17′S, 110°32′E), Davis Station (68°34′S, 77°58′E), and Mawson Station (67°36′S, 62°52′E) - and maintains air access using a Skytraders Airbus A319 that lands on blue-ice runways. The concept of landing a commercial narrowbody jet on a glacial ice surface with no runway lights, no instrument landing system, and no paved infrastructure may seem implausible, but the A319 has operated reliably on Australian Antarctic routes since the programme's inception and represents a significant advance on the ski-equipped propeller aircraft it replaced.

The Wilkins Runway , located approximately 70 km from Casey Station, is the primary access point. At roughly 4 km, it is one of the longest blue-ice runways in Antarctica. The surface is periodically inspected and hand-groomed by the AAD; operations are suspended when ice conditions deteriorate or crevasse risk increases. The A319 flights operate at the beginning and end of each season (approximately October/November and February/March) carrying expeditioners on changeover, with limited mid-season capability for emergency or priority resupply. On arrival, passengers transfer to Casey Station by helicopter or oversnow vehicle across the remaining 70 km.

Davis Station has also received A319 services on shorter blue-ice strips in the Vestfold Hills oasis, though weather windows are narrower and the runway shorter. Mawson Station is predominantly served by the icebreaker and supply vessel RSV Nuyina ; fixed-wing access to Mawson is limited. None of these services carry paying members of the public. All passengers must be employed by the Australian Antarctic Division or hold an approved collaborative research affiliation.

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Option 6: Cape Town (CPT) → Novolazarevskaya / Wolf's Fang - Routes to Dronning Maud Land

The gateway for African, European, and Asian Antarctic programs

Operators: ALE (private), ALCI (Antarctic Logistics Centre International), national programs (Russia, South Africa, Norway, India, Japan)

Aircraft: Ilyushin Il-76TD, Basler BT-67, Il-18 variants

Distance: ~4,300 km (CPT to Novolazarevskaya)

Flight Time: ~6 hours (Il-76)

Season: October to February (austral summer)

Cape Town, South Africa, serves as the primary intercontinental gateway for national Antarctic programs operating in Dronning Maud Land - the Norwegian claim sector of Antarctica that also hosts research stations from Russia, South Africa, India, Japan, Germany, Belgium, Finland, Sweden, and China. The distance from Cape Town to Novolazarevskaya Air Base ("Novo") in Dronning Maud Land is approximately 4,300 km, a roughly 6-hour flight by Ilyushin Il-76.

Novolazarevskaya Air Base (ICAO: UANN), located at Russia's Novolazarevskaya Station at 70°46′S, 11°49′E, is the primary intercontinental runway in this sector of Antarctica. It is operated with Russian support and managed logistically by ALCI (Antarctic Logistics Centre International) , a joint venture involving Transavia Export Cargo Airlines. ALCI handles cargo and personnel flights for multiple national programs simultaneously, serving Norway's Troll Station, India's Maitri, Japan's Syowa, South Africa's SANAE IV, and Germany's Neumayer III among others.

ALE operates from Cape Town to its own Wolf's Fang Runway (71°57′S, 23°21′E), a blue-ice strip in Queen Maud Land near the Fenriskjeften mountain range and the Belgian Princess Elisabeth Station that opened for private expedition operations in 2020. Wolf's Fang gives ALE a Cape Town–based gateway for parties approaching Antarctica from Europe and Africa, complementing its Punta Arenas–Union Glacier operation for those approaching from the Americas.

The South African National Antarctic Expedition (SANAE) flies from Cape Town to SANAE IV base on contract aircraft; these government flights are not available to the public. Cape Town International Airport (CPT) is the most convenient African connection point, served by most major international airlines from Europe, the Middle East, Asia, and the Americas.

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Option 7: Scenic Overflights - Flying Over Antarctica Without Landing

The civilian-accessible option - no research affiliation required

Operators: Antarctica Flights (Australia), various charter operators

Aircraft: Boeing 787-9 Dreamliner (primary), Boeing 747 (historic)

Who can book: Anyone - fully commercial, open ticketing

Landing: None - flights depart and return to the same city the same day

For the vast majority of travellers who will never obtain a berth on a research programme or spend six figures on an ALE expedition, scenic overflights represent the only realistic way to experience Antarctica from the air. These are pure sightseeing flights: the aircraft departs from Australia or New Zealand, flies south to the Antarctic coast or over the interior, and returns to the same airport the same day. A journey of 11 to 14 hours total, with 4 to 6 of those hours spent over Antarctic territory at a low altitude, typically between 3,000 and 4,500 metres (10,000–15,000 feet).

Qantas "Flights to the Antarctic"

The most established Antarctic overflight operation is Qantas's seasonal "Flights to the Antarctic" programme, which has operated in various forms since the mid-1990s. picking up the concept that Air New Zealand pioneered and then abandoned after the catastrophic 1979 Mount Erebus disaster , in which an Air New Zealand DC-10 flew into the slopes of Mount Erebus in white-out conditions, killing all 257 people on board and suspending Antarctic scenic flights for more than a decade. Modern Qantas Antarctic overflights use Boeing 787-9 Dreamliner aircraft departing from Sydney (SYD), Melbourne (MEL), or Perth (PER), typically overflying the Ross Sea, the Transantarctic Mountains, and the coastline of East Antarctica. Flight paths are adjusted seasonally to maximise visible terrain and minimise cloud obstruction.

The aircraft descends to relatively low altitude over the ice, and window seat placement matters enormously: the operator publishes guidance on which side of the aircraft will face the continent on each specific flight, and premium seats adjacent to the windows on the best-positioned side sell first. Pricing starts from approximately AUD $1,200 for rear economy seats and rises to AUD $4,500 or more for premium forward window seats on the optimal side. Flights operate roughly October through February; seats sell out months in advance and the flights are perennially oversubscribed.

Antarctica Flights (the specialist tour operator managing the Qantas programme) also coordinates expert onboard commentary from glaciologists, Antarctic veterans, and wildlife specialists, transforming the flight into a guided experience rather than a simple sightseeing hop.

Other departure cities and operators

Antarctic scenic overflights also depart from Adelaide (ADL) , Brisbane (BNE) , Hobart (HBA) , and occasionally Christchurch, New Zealand (CHC) . Departure city affects the routing: Australian east coast departures typically overfly the Ross Sea region and the Wilkes Land coast of East Antarctica; Perth departures may cover the Princess Elizabeth Land and Davis Sea region; Christchurch departures offer the closest approach to McMurdo Sound and the Transantarctic Mountains. South American departure overflight operators have also offered Antarctic Peninsula panoramic flights from Punta Arenas, though these are more irregular and depend on operator availability.

The Antarctic gateways: which city to fly to first

Regardless of which Antarctic option you are pursuing, you will almost certainly need to reach one of five gateway cities first. Here is how each connects to the global airline network:

• Punta Arenas, Chile (PUQ) - The most important civilian gateway. Served by LATAM, JetSMART, and Sky Airline from Santiago (SCL, ~3 hours). The jumping-off point for Aerovías DAP flights to King George Island and ALE charters to Union Glacier. Allow at least one extra day for weather delays.
• Ushuaia, Argentina (USH) - World's southernmost commercial airport. Served by Aerolíneas Argentinas and LATAM from Buenos Aires Aeroparque (AEP, ~3.5 hours). Primary embarkation point for Antarctic Peninsula cruise expeditions.
• Christchurch, New Zealand (CHC) - Pacific gateway for US, New Zealand, and Italian Antarctic programs. Served internationally by Qantas, Air New Zealand, United, Singapore Airlines, and Cathay Pacific. Also a departure point for Antarctic scenic overflights.
• Hobart, Australia (HBA) - Gateway for the Australian Antarctic Division and scenic overflight operators. Served by Qantas and Jetstar from Sydney, Melbourne, and Brisbane (1.5 to 3 hours). The AAD A319 charter to Wilkins Runway departs from here.
• Cape Town, South Africa (CPT) - Gateway to Dronning Maud Land for European, African, and Asian programs. Served internationally by major carriers from Europe, Asia, the Americas, and across Africa. ALCI and ALE Il-76 charters depart from Cape Town International (CPT).

What to know before you plan

There are no walk-up tickets to land in Antarctica

Every flight that physically lands on the Antarctic continent requires either a government research affiliation, a national programme sponsorship, or a booking through a specialist expedition operator at significant cost. Budget-style walk-up fares do not exist for any route that touches Antarctic soil. The most accessible route for civilian travellers is the Aerovías DAP flight to King George Island, which can be booked as part of an expedition fly-cruise package through operators such as Hurtigruten Expeditions, Quark Expeditions, Aurora Expeditions, or Antarctica21, with total package costs typically starting around USD $8,000 per person for the fly-cruise combination.

Weather controls everything

Antarctic aviation operates in some of the most severe weather on Earth. Blue-ice runways become unsafe in certain wind, visibility, and surface conditions, and weather delays are endemic. The Punta Arenas–King George Island route operates in what aviation meteorologists call some of the most unpredictable approach conditions in the world; delays averaging two to three days per season are the norm, not the exception. The Christchurch–McMurdo C-17 flights "boomerang", return to Christchurch without landing, several times each season when McMurdo weather deteriorates en route. Build substantial buffer days into any Antarctic itinerary. Missing an expedition vessel departure due to a delayed flight is a real risk.

Permits and the Antarctic Treaty

Antarctica is governed by the Antarctic Treaty System , and visitors from Treaty signatory nations must obtain a permit from their home country's national competent authority before travelling to Antarctic Treaty area (generally south of 60° south latitude). In the United States, permits are issued by the State Department; in Australia by the Australian Antarctic Division; in the United Kingdom by the Foreign, Commonwealth and Development Office; in most other countries by the relevant environmental or foreign affairs ministry. Expedition operators typically handle permit applications on behalf of commercial clients, but travellers should confirm this with their operator and understand the requirement for their specific nationality.

The best civilian option: fly-cruise expeditions

For most travellers, the optimal combination of accessibility, experience, and cost is the fly-cruise format: fly commercially to Punta Arenas, take the Aerovías DAP flight to King George Island, and board an expedition vessel for a 10 to 12-day cruise into the Antarctic Peninsula, returning to Ushuaia by sea. This eliminates the Drake Passage crossing in both directions, saving four days of potentially rough sea travel, while still providing multiple landings on the continent and sub-Antarctic islands. Total costs for fly-cruise Antarctic expedition packages range from approximately USD $8,000 to USD $25,000 per person depending on vessel, cabin category, and season.

Antarctica flight options at a glance

Route	Operator	Access	Approx. Cost
Punta Arenas → King George Island	Aerovías DAP	Via expedition package	USD $8k–$25k (fly-cruise)
Punta Arenas → Union Glacier (South Pole)	ALE (Il-76TD)	Open commercial (expedition)	USD $60k–$80k+
Christchurch → McMurdo Station	USAP / USAF / NYANG	Government/research only	Not commercially available
Hobart → Casey / Wilkins Runway	AAD / Skytraders (A319)	AAD personnel only	Not commercially available
Cape Town → Novo / Wolf's Fang	ALE / ALCI (Il-76)	National programs + ALE expedition	Varies by program
Sydney / Melbourne → Antarctica (overflight)	Qantas / Antarctica Flights	Open commercial	AUD $1,200–$4,500+

All 6 routes on one map

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Track every route to the ice

Antarctica is the ultimate frontier for aviation enthusiasts. Whether you are planning a fly-cruise expedition, researching an ALE deep-field adventure, or simply fascinated by the most extreme flights on Earth, download the CSVs above to import any of these routes into your My Flight Routes map, or load them all at once in the app.