Hi Fly Completes First-Ever Airbus A330 Landing in Antarctica

In a significant milestone for polar aviation, wet-lease specialist Hi Fly has successfully landed an Airbus A330-300 on the Antarctic continent for the first time. According to the airline’s official announcement, the aircraft touched down at Wolf’s Fang Runway (WFR) on December 1, 2025, marking a new chapter in commercial operations to the White Continent.

The flight, operated by Hi Fly Malta using aircraft registration 9H-HFI, departed from Cape Town International Airport (CPT) in South Africa. The journey took approximately 5 hours and 30 minutes before the widebody jet landed on the “blue ice” runway in Queen Maud Land. The mission was commanded by Captain Carlos Mirpuri, Hi Fly’s Vice-Chairman, who previously piloted the airline’s historic first Airbus A340 landing in Antarctica in 2021.

This achievement underscores the growing viability of twin-engine widebody aircraft for Antarctic logistics and high-end tourism. While other twin-engine jets like the Boeing 767 and 787 have previously landed in the region, Hi Fly’s operation confirms the A330’s capability to handle the extreme conditions required for deep-field Antarctic missions.

Operational Details and Challenges

Landing a heavy commercial jet on a glacier requires precision and specialized infrastructure. Wolf’s Fang Runway is a C-Category airport operated by White Desert Antarctica. The strip is 3,000 meters (9,842 feet) long and 60 meters wide, carved directly into a 1.4-kilometer-thick glacier of hard, air-free blue ice. The surface provides concrete-like strength, capable of supporting the weight of an A330-300.

The Twin-Engine Shift

Historically, four-engine aircraft like the Airbus A340 or Ilyushin Il-76 were preferred for these remote routes due to redundancy. The transition to the twin-engine A330 introduces stricter operational requirements. According to Hi Fly, the success of this mission relied heavily on the deployment of specific ground support equipment (GSE) at Wolf’s Fang.

Captain Mirpuri highlighted the technical differences between the A340 and the A330 in the company’s statement:

“The A330 shares the same fuselage as Hi Fly’s A340 but is powered by two engines instead of four, delivering comparable performance with greater cost efficiency and an improved environmental footprint.”

Because the A330 has only two engines, reliable ground support, such as high-pressure air start units and ground power units capable of functioning in sub-zero temperatures, is critical. These ensure the aircraft can restart its engines safely after sitting on the ice, a redundancy that is less critical for four-engine jets which might keep one engine running or have more restart options.

Mission Profile and Configuration

The aircraft used, 9H-HFI, is powered by two General Electric CF6-80E1 engines and features a configuration of 313 seats (36 Business and 277 Economy). However, for Antarctic missions, payload is typically restricted to carry the necessary return fuel, as there are no refueling facilities at Wolf’s Fang.

The flight was conducted in partnership with White Desert Antarctica to transport tourists, scientists, and essential cargo for the summer season. Captain Antonios Efthymiou, CEO of Hi Fly, was also on board to witness the operational milestone.

Reflecting on the complexity of the landing, Captain Mirpuri noted:

“Landing in Antarctica is never routine; every flight demands careful planning, exacting precision, and respect for the environment. Introducing the A330 to this remote runway highlights our commitment to innovation, operational excellence, and the ongoing evolution of polar aviation.”

AirPro News Analysis

The successful deployment of the A330 to Antarctica signals a broader industry shift toward efficiency in extreme environments. As older four-engine airframes like the A340 and Il-76 are gradually retired, operators must prove the reliability of modern twin-engine jets (ETOPS/EDTO operations) for polar logistics.

Hi Fly’s ability to operate both the A340 and now the A330 into Wolf’s Fang provides them with operational flexibility. The A330 offers lower fuel burn per trip compared to the A340, which is crucial when the aircraft must tank fuel for the return leg. This efficiency is likely to make the A330 a preferred choice for future commercial rotations, provided the ground support infrastructure remains robust.

Frequently Asked Questions

Has an Airbus landed in Antarctica before?
Yes. An Airbus A319 landed in 2008, and Hi Fly landed an Airbus A340 in 2021. This event, however, is the first recorded landing of an Airbus A330.

What is a “Blue Ice” runway?
A blue ice runway is created on a glacier where the ice is so dense and hard (free of air bubbles) that it supports the weight of heavy aircraft, similar to concrete. It requires specialized grooming to maintain friction.

Why is the A330 significant compared to the A340?
The A330 is a twin-engine aircraft, whereas the A340 has four engines. Twin-engine operations require stricter safety planning for engine failures and reliable ground equipment for restarting engines in extreme cold.

Sources: Hi Fly

This article summarizes reporting by AP News and Seung Min Kim. Read the original reporting for full context.

Trump Administration Announces Plans to “Rebuild” Dulles Airports and Overhaul People Movers

On Tuesday, December 2, President Donald Trump announced a new initiative to “rebuild” Washington Dulles International Airport (IAD), characterizing the facility as “incorrectly designed” despite its architectural significance. During a Cabinet meeting, the administration highlighted the airport’s aging infrastructure, with a specific focus on the controversial “people mover” system that transports passengers between terminals.

According to reporting by AP News, Transportation Secretary Sean Duffy confirmed that the Department of Transportation is moving immediately to address the airport’s transit issues. The announcement follows a serious Safety incident in November 2025 involving one of the airport’s mobile lounges, which brought renewed scrutiny to the decades-old transport system.

Targeting the “Mobile Lounges”

The primary focus of the administration’s immediate criticism appears to be the fleet of mobile lounges, large, bus-like vehicles that have been a fixture at Dulles since its opening in 1962. While originally designed to ferry passengers directly from the terminal to Commercial-Aircraft, they now primarily serve as shuttles between the main terminal and concourses not fully served by the underground train system.

Secretary Duffy stated that the department is issuing a request for bids to either repair or overhaul these vehicles. This federal intervention comes shortly after a crash involving a mobile lounge in November left 18 people injured, an event that The Washington Post reported has intensified calls for safety upgrades.

In his remarks, President Trump distinguished between the airport’s operational layout and its aesthetic value. As quoted in the AP News report:

“They have a great building [the main terminal] and a bad airport.”

The President further criticized the overall functionality of the hub, stating that while the Eero Saarinen-designed main terminal is architecturally significant, the airport itself is “terrible” and “not a good airport at all.”

Infrastructure Context and Challenges

The “people movers” remain a critical, albeit criticized, component of Dulles operations. While the underground AeroTrain system opened in 2010, it does not connect to Concourse D, where many international and United Airlines flights operate. Consequently, the mobile lounges are the only mass-transit option for thousands of daily passengers traveling to that specific concourse.

The Refurbishment vs. Replacement Debate

Prior to the President’s announcement, the Metropolitan Washington Airports Authority (MWAA) had already initiated plans to address the aging fleet. Public records indicate that MWAA approved a $160 million program to refurbish the vehicles, intending to extend their service life by another 15 to 20 years. The authority has previously argued that expanding the AeroTrain to Concourse D is currently cost-prohibitive.

It remains unclear how the Trump administration’s new “rebuild” directive will interact with MWAA’s existing Contracts. However, the administration’s rhetoric suggests a desire for a more comprehensive overhaul than the current refurbishment plans imply.

AirPro News Analysis

The tension between federal ambitions and local authority planning highlights a recurring challenge in U.S. airport infrastructure. While the “mobile lounges” are frequently cited by passengers as a pain point due to crowding and slow transfer times, replacing them entirely would likely require a massive capital investment to extend the AeroTrain system, a project estimated to cost billions and take years to complete.

By focusing on “bids to repair or overhaul,” the Department of Transportation may be seeking to accelerate improvements without committing immediately to the long-term construction of new tunnels. However, the President’s broader promise to “rebuild” the airport suggests that larger structural changes could be proposed in the future, potentially targeting the “temporary” Concourses C and D, which have been in use since the 1980s.

Frequently Asked Questions

Why does Dulles still use mobile lounges?

The underground AeroTrain system, completed in 2010, does not reach Concourse D or the International Arrivals Building. The mobile lounges are required to transport passengers to these locations.

What happened in November 2025?

A mobile lounge crashed into a dock at the airport, injuring 18 people. This incident has been cited as a catalyst for the administration’s renewed focus on airport safety.

Are the mobile lounges being replaced?

The MWAA originally planned to refurbish them. The Trump administration has announced it is requesting bids to “repair or overhaul” them, though it is not yet clear if this will lead to a full replacement or a different technological solution.

Sources

• AP News
• The Washington Post
• Metropolitan Washington Airports Authority

This article is based on an official press release from Raleigh-Durham International Airport (RDU) and additional project documentation. See the original release for full details.

Construction on RDU Terminal 2 Expansion Set to Begin in January 2026

Raleigh-Durham International Airport (RDU) has officially announced that major construction on the Terminal 2 Landside Expansion will commence in January 2026. As part of the airport’s multi-billion dollar “Transform RDU” capital improvement program, this project aims to address record-breaking passenger growth by significantly expanding the terminal’s processing capacity.

According to airport officials, the initial phase involves the installation of a temporary wall at the north end of Terminal 2. This barrier will remain in place for approximately two years to separate the active construction zone from public areas. Despite the scale of the work, RDU has confirmed that all existing ticket counters and security checkpoints will remain operational throughout the process.

Project Scope and Timeline

The Terminal 2 Landside Expansion is designed to relieve congestion in the airport’s busiest facility. Terminal 2, which serves major carriers including American, Delta, and United, as well as all international flights, has been operating near capacity during peak travel times.

Key Improvements

Based on project details released by the airport and construction partners, the expansion will focus on the “landside” areas, the parts of the terminal before the secure gate area. Key upgrades include:

• Ticketing Hall: Expanding the lobby to reduce overcrowding during peak check-in hours.
• Security Checkpoints: Adding new security lanes to increase passenger throughput and reduce wait times.
• International Arrivals: Expanding Federal Inspection Services (FIS) and Customs and Border Protection (CBP) facilities to accommodate more international flights.
• Baggage Claim: Upgrading the baggage handling system and claim areas to handle increased volume.

Construction Timeline

While the specific “north end” construction zone is expected to be active for approximately two years, the full Terminal 2 expansion is a long-term endeavor slated for completion by 2032. The project involves extending the building envelope outward at the north end to create new internal capacity without disrupting current operations.

Impact on Travelers and Logistics

Airport officials are advising travelers to “pack patience” as the construction will result in visible work zones and potential noise. However, the airport has emphasized that the project is staged to minimize disruption to critical processing areas.

“Crucially, all ticket counters and security checkpoint lanes will remain open throughout the construction. The work is being staged to expand the building outward rather than shutting down existing critical processing areas.”

RDU Project Documentation

Parking Changes

Coinciding with the start of construction, changes to airport parking will take effect immediately in the new year. On January 2, 2026, the Park Economy 4 lot will close to the public and convert into an employee-only lot. Travelers who previously used this lot are being directed to the expanded Park Economy 3 lot.

Budget and Strategic Context

The Landside Expansion is a critical component of the broader “Transform RDU” master plan, which has a total program budget of approximately $2.5 billion. The specific cost for the Landside Expansion was estimated at approximately $400 million in 2023.

Contractors and Design

According to construction industry reports, a joint venture led by Balfour Beatty and Metcon (a North Carolina-based minority-owned firm), alongside Right Build and Varnedoe Construction, was awarded a $650 million contract that encompasses this expansion and other campus improvements. Program management is being provided by Parsons, while design is led by Durham-based O’Brien Atkins Associates with involvement from Fentress Architects to maintain the terminal’s signature “rolling hills” roofline.

Record Growth Driving Expansion

The urgency of this project is driven by unprecedented demand. RDU reported serving a record 15.5 million passengers in 2024, a 6.5% increase over the previous year. The “Vision 2040” master plan, approved in 2016, identified the need for these expansions to handle the region’s rapid population and economic growth.

AirPro News Analysis

The decision to prioritize the “landside” expansion before adding more gates (airside) highlights a critical bottleneck in modern airport design: processing speed. While adding gates allows for more planes, it creates chaos if the ticketing halls and security checkpoints cannot handle the influx of passengers. By expanding the building envelope first, RDU is ensuring that the infrastructure can support the future concourse expansions planned in later phases of Vision 2040. This phased approach reduces the risk of catastrophic gridlock during peak holiday seasons, a problem that has plagued other rapidly growing mid-sized hubs.

Frequently Asked Questions

When does construction start?

Construction is scheduled to begin in January 2026.

Will security lines be closed?

No. RDU officials state that all existing security checkpoint lanes and ticket counters will remain open.

How long will the construction last?

The temporary wall at the north end will be up for approximately two years. The full expansion project is expected to be complete by 2032.

Where should I park if I used Economy 4?

Travelers should use the expanded Park Economy 3 lot, as Economy 4 will become employee-only starting January 2, 2026.

Sources: RDU Press Release, Construction Dive (Contractor Data), RDU Vision 2040 Master Plan