
‘It can't withstand the heat': fears ‘stable' Patagonia glacier in irreversible decline
Over the past seven years, it has lost 1.92 sq km (0.74 sq miles) of ice cover and its thickness is decreasing by up to 8 metres (26 ft) a year.
For decades, Perito Moreno defied the global trend of glacial retreat, maintaining an exceptional balance between snow accumulation and melting. Its dramatic calving events, when massive blocks of ice crashed into Lago Argentino, became a symbol of natural wonder, drawing millions of visitors to southern Patagonia.
Dr Lucas Ruiz, a glaciologist at the Argentine Institute of Nivology, Glaciology and Environmental Sciences, said: 'The Perito Moreno is a very particular, exceptional glacier. Since records began, it stood out to the first explorers in the late 19th century because it showed no signs of retreat – on the contrary, it was advancing. And it continued to do so until 2018, when we began to see a different behaviour. Since then, its mass loss has become increasingly rapid.'
Scientists and local guides warn that the balance is beginning to shift. 'The first year the glacier didn't return to its previous year's position was 2022. The same happened in 2023, again in 2024, and now in 2025. The truth is, the retreat continues. The glacier keeps thinning, especially along its northern margin,' said Ruiz. This sector is the farthest from tourist walkways and lies above the deepest part of Lago Argentino, the largest freshwater lake in Argentina.
The summer of 2023-24 recorded a maximum temperature of 11.2C, according to meteorological data collected by Pedro Skvarca, a geophysical engineer and the scientific director of the Glaciarium centre in El Calafate, Patagonia. Over the past 30 years, the average summer temperature rose by 1.2C, a change significant enough to greatly accelerate ice melt.
Ice thickness measurements are equally alarming. Between 2018 and 2022, the glacier was thinning at a rate of 4 metres a year. But in the past two years, that has doubled to 8 metres annually.
'Perito Moreno's size no longer matches the current climate; it's simply too big. It can't withstand the heat, and the current ice input isn't enough to compensate,' Ruiz said.
Ice that once rested on the lakebed owing to its weight, said Ruiz, had now thinned so much that it was beginning to float, as water pressure overtook the ice's own.
With that anchor lost, the glacier's front accelerates – not because of increased mass input from the accumulation zone, where snow compacts into ice, but because the front slides and deforms. This movement triggers a feedback loop that further weakens the structure, making the process potentially irreversible.
Xabier Blanch Gorriz, a professor in the department of civil and environmental engineering at the Polytechnic University of Catalonia, who studies ice calving at the Perito Moreno glacier front, said: 'Describing the change as 'irreversible' is complex, because glaciers are dynamic systems. But the truth is that the current rate of retreat points to a clearly negative trend.' He added: 'The glacier's retreat and thinning are evident and have accelerated.'
Ruiz confirmed another disturbing trend reported by local guides: calving events are becoming louder, more frequent, and much larger. In April, a guide at Los Glaciares national park described watching a tower of ice the height of a 20-storey building collapse into the lake. 'It's only in the last four to six years that we've started seeing icebergs this size,' he told Reuters.
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In January of this year, Blanch Gorriz and his team installed eight photogrammetric systems that capture images every 30 minutes, enabling the generation of 3D models of about 300 metres of the glacier front. Initial comparisons between December and June already reveal significant ice loss. Satellite images further highlight a striking retreat over just 100 days.
Today, nothing seems capable of halting the glacier's retreat. Only a series of cooler summers and wetter winters might slow the trend, but climate projections point in the opposite direction.
'What we expect is that, at some point, Perito Moreno will lose contact with the Magallanes peninsula, which has historically acted as a stabilising buttress and slowed the glacier's response to climate change. When that happens, we'll likely see a catastrophic retreat to a new equilibrium position, farther back in the narrow valley,' said Ruiz.
Such a shift would represent a 'new configuration' of the glacier, raising scientific questions about how this natural wonder would behave in the future. 'It will be something never seen before – even farther back than what the first researchers documented in the late 19th century,' Ruiz nadded.
How long the glacier might hold that future position remains unknown. But what scientists do know is that the valley, unlike the Magallanes peninsula, would not be able to hold the glacier in place.
Perito Moreno – Latin America's most iconic glacier and part of a Unesco world heritage site since 1981 – now joins a regrettable local trend: its neighbours, the Upsala and Viedma glaciers, have retreated at an astonishing rate over the past two decades. It is also part of a global pattern in which, as Ruiz put it, humanity is 'digging the grave' of the world's glaciers.
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Eurocontrol, a civil-military organisation that helps European aviation understand climate change risks, says that diverting around turbulence-producing storms can have a wider impact - for example, if lots of aircraft are having to change flight paths, airspace can get more crowded in certain areas. "[This] increases workload for pilots and air traffic controllers considerably," says a Eurocontrol spokesperson. Having to fly around storms also means extra fuel and time. In 2019 for example, Eurocontrol says bad weather "forced airlines to fly one million extra kilometres, producing 19,000 extra tonnes of CO2." With extreme weather predicted to increase, they expect flights will need to divert around bad weather such as storms and turbulence even more by 2050. "Further driving up the costs to airlines, passengers and [increasing] their carbon footprint." How airlines are turbulence-proofing Forecasting turbulence has got better in recent years and while it is not perfect, Prof Williams suggests we can correctly forecast about 75% of clear-air turbulence. "Twenty years ago it was more like 60% so thanks to better research that figure is going up and up over time," he says. Aircraft have weather radar that will pick up storms ahead. As Capt Davies explains, "Before a flight, most airlines will produce a flight plan that details areas of turbulence likely throughout the route, based on computer modelling." It is not 100% accurate, but "it gives a very good idea combined with other aircraft and Air Traffic Control reports once we are en-route". Southwest Airlines in the US recently decided to end cabin service earlier, at 18,000ft instead of the previous 10,000ft. By having the crew and passengers seated with belts on ready for landing at this altitude, Southwest Airlines suggests it will cut turbulence-related injuries by 20%. Also last year, Korean Airlines decided to stop serving noodles to its economy passengers as it had reported a doubling of turbulence since 2019, which raised the risk of passengers getting burned. From owls to AI: extreme measures Some studies have taken turbulence-proofing even further, and looked at alternative ways to build wings. Veterinarians and engineers have studied how a barn owl flies so smoothly in gusty winds, and discovered wings act like a suspension and stabilise the head and torso when flying through disturbed air. The study published in the Royal Society proceedings in 2020 concluded that "a suitably tuned, hinged-wing design could also be useful in small-scale aircraft…helping reject gusts and turbulence". Separately, a start-up in Austria called Turbulence Solutions claims to have created turbulence cancelling technology for light aircraft, where a sensor detects turbulent air and sends a signal to a flap on the wing which counteracts that turbulence. These can reduce moderate turbulence by 80% in light aircraft, according to the company's CEO. NurPhoto via Getty Then there are those arguing that AI could be a solution. Fourier Adaptive Learning and Control (FALCON) is a type of technology being researched at the California Institute of Technology that learns how turbulent air flows across a wing in real-time. It also anticipates the turbulence, giving commands to a flap on the wing which then adjusts to counteract it. However Finlay Asher, an aerospace engineer and member of Safe Landing, a community of aviation workers calling for a more sustainable future in aviation, explained that these types of technology are some time away. "[They're] unlikely to appear on large commercial aircraft within the next couple of decades." But even if turbulence does become more frequent, and more severe, experts argue this isn't cause for worry. "It's generally nothing more than annoying," says Captain Davies. But it might mean more time sitting down, with the seat-belt fastened. Andrew Davies has already learnt this the hard way: "I do get a lot more nervous and don't look forward to flying like I used to," he admits. "But I won't let it define me. "The moment I sit down, my seat belt goes on and if I do need to get up, I pick my moment - then I'm quickly back in my seat, buckled up again." Top Image credit: Ivan-balvan via GETTY BBC InDepth is the home on the website and app for the best analysis, with fresh perspectives that challenge assumptions and deep reporting on the biggest issues of the day. And we showcase thought-provoking content from across BBC Sounds and iPlayer too. You can send us your feedback on the InDepth section by clicking on the button below. Aviation accidents and incidents Singapore Air travel Climate change Technology