Edited by Rachel Duncan 4th Edition ISBN 0-907649-91-2 London ...

Transport and Travel 41
and from New Zealand to McMurdo Base, Ross Island (approx. 2000nm). All of these
journeys require a large passenger/cargo aircraft with long-range fuel capabilities.
Perhaps the most appropriate aircraft for this initial input to the continent is the
Lockheed Hercules C-130 which is operated by several of the national programs in
Antarctica. First produced in 1945 and still manufactured today, it has long-range
capabilities, additional fuel tanks and a large cargo section. The cargo compartment is
accessible from the rear of the aircraft at ground level by a tail ramp, enabling large or
bulky equipment to be loaded on to the aircraft more easily. This particular aspect would
be relevant to loading/offloading in Antarctica where heavy lift vehicles may not be
available and manual labour would be required.
The Hercules is known throughout the world for landings on unprepared surfaces
and for the vast payload it can transport over prolonged distances. Hercules are produced
on wheels but only the US government is licensed to operate a ski version, extending the
capabilities of an already versatile aircraft. The aircraft would normally transport about 40
passengers and expedition baggage to the interior of the continent. The number of
passengers can be increased if the baggage is reduced or vice versa.
Once in Antarctica, onward journeys may be achieved by air or overland. Aircraft
working within the continent will have similar specifications as those mentioned above.
There is little in the way of Air Traffic Control and the Antarctic pilot becomes his own
arbiter while flying over the continent. The Antarctic Flight Information Manual (AFIM)
provides guidelines and procedures for operation within the Antarctic Treaty area.
With the above items taken into consideration, the De Havilland DHC-6 Twin Otter
became the favourite of air operators on the continent. This twin engine turbine aircraft is
much smaller than the Hercules with a passenger capacity in the region of approximately
8-10 people depending on total equipment and baggage weight. The volume of your
equipment as well as the total weight is an important factor. It may be that the aircraft can
carry the weight you have specified and then find it does not physically fit through the
door or the bulk exceeds space available. Always check the dimensions of your sledge or
equipment boxes to ensure it will fit inside the aircraft along with the other baggage and
passengers. The range of the Twin Otter is less than the larger aircraft due to the smaller
fuel tanks, so for any extended journey’s, fuel must be placed in the field in advance. Most
operators would depot fuel at least a year in advance. As this fuel has to be flown in, it
makes operations within the continent incredibly expensive.
5.1.4 Arctic air transport
Physical access to the Arctic is not as restricted due to the shorter distances involved, The
choice of aircraft is therefore optional within limits.
Twin Otters and Hercules remain the favoured models. However, Boeing 727’s
DC6’s and DC4’s along with a selection of Russian aircraft operate in the north. Air routes
into the Arctic are as follows:
• Nunavut, Northern Canada: Commercial flight to Cambridge Bay, Resolute Bay or
Pangnirtung, or Iqaluit. Onwards by chartered Twin Otter;
• Greenland: Commercial flight to Angmassalik (Tasilaq), Constable Pynt,
Nassarssuaq, Sondre Stromfjord (Kangerlussuaq), and then onward by. Charter
helicopter or Twin Otter to destination; or charter the ski-equipped Twin Otters
from Akureyri in Iceland. Depending on numbers and payloads, one established