American Airlines Holiday Flight Cancelled? Megabus Will Get You Where You Need to Go (For Free)

Megabus
Megabus

Thousands of travelers’ holiday plans are up in the air following a glitch in American Airlines’s scheduling system. According to CNBC, a computer error allowed pilots to take vacation days around Christmas, one of the busiest times of year for flying. As the airline clambers to fill the empty pilot seats on scheduled flights, Megabus is stepping in with its own solution. The bus company is promising free tickets to would-be flyers whose plans were affected by the oversight.

The bus tickets come with no conditions and at no cost to riders. The only requirement to redeem them is email proof that your flight, scheduled between December 14 and December 31, 2017, was cancelled because of the airline glitch. After forwarding the cancellation email to inquiries@megabus.com, along with your request for tickets, the company will help you get where you need to be. "The holidays can be a stressful time of year, especially traveling," Sean Hughes, director of corporate affairs at Megabus's parent company Coach USA told Mental Floss. "For those who found themselves with a cancelled flight, Megabus will provide a free trip to get you to your destination within our extensive national network."

Megabus makes stops in major cities across the U.S., including Los Angeles, New York City, Miami, and Dallas. Passengers traveling in the northeast can even go as far north as Toronto. Megabus routes are limited by region, so anyone going a good deal out of their way for the holidays will have trouble getting there by bus alone. If you have no choice but to book a replacement flight this season, you better act fast: The price of average round-trip holiday airfare only gets more expensive between now and December 25.

Sydney Airport's New 'Quiet' Terminal Helps You Relax Before a Flight

iStock
iStock

Picture this: You’re at the airport at 6 a.m., waiting in a too-long line for coffee, and announcements are blaring over the intercom. They’re loud, they’re annoying, and they won’t stop coming.

Fortunately for travelers Down Under, one airport is putting an end to the insanity. As Lonely Planet reports, Sydney Airport is the latest transportation hub to introduce a “quiet terminal” concept. Airport officials promise to broadcast only the most important announcements throughout the T1 international terminal.

“Passenger announcements have been significantly reduced, with boarding call and final call announcements confined to gate areas only,” the airport states on its website.

While this is good news for people who resent the constant reminders, travelers who have a habit of dawdling around in airport shops and losing track of the time will need to be more vigilant. In lieu of announcements, flight information will be provided on screens stationed throughout the terminal.

Airports in Singapore, Dubai, Hong Kong, and Helsinki have undertaken similar measures to cut down on noise and promote relaxation. After all, vacation starts at the airport.

[h/t Lonely Planet]

What Would Happen If a Plane Flew Too High?

iStock
iStock

Tom Farrier:

People have done this, and they have died doing it. For example, in October 2004, the crew of Pinnacle Airlines 3701 [PDF]  was taking their aircraft from one airport to another without passengers—a so-called "repositioning" flight.

They were supposed to fly at 33,000 feet, but instead requested and climbed to 41,000 feet, which was the maximum altitude at which the aircraft was supposed to be able to be flown. Both engines failed, the crew couldn't get them restarted, and the aircraft crashed and was destroyed.

The National Transportation Safety Board determined that the probable causes of this accident were: (1) the pilots’ unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots’ inadequate training; (2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.

Contributing to this accident were: (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Accidents also happen when the "density altitude"—a combination of the temperature and atmospheric pressure at a given location—is too high. At high altitude on a hot day, some types of aircraft simply can't climb. They might get off the ground after attempting a takeoff, but then they can't gain altitude and they crash because they run out of room in front of them or because they try to turn back to the airport and stall the aircraft in doing so. An example of this scenario is described in WPR12LA283.

There's a helicopter version of this problem as well. Helicopter crews calculate the "power available" at a given pressure altitude and temperature, and then compare that to the "power required" under those same conditions. The latter are different for hovering "in ground effect" (IGE, with the benefit of a level surface against which their rotor system can push) and "out of ground effect" (OGE, where the rotor system supports the full weight of the aircraft).

It's kind of unnerving to take off from, say, a helipad on top of a building and go from hovering in ground effect and moving forward to suddenly find yourself in an OGE situation, not having enough power to keep hovering as you slide out over the edge of the roof. This is why helicopter pilots always will establish a positive rate of climb from such environments as quickly as possible—when you get moving forward at around 15 to 20 knots, the movement of air through the rotor system provides some extra ("translational") lift.

It also feels ugly to drop below that translational lift airspeed too high above the surface and abruptly be in a power deficit situation—maybe you have IGE power, but you don't have OGE power. In such cases, you may not have enough power to cushion your landing as you don't so much fly as plummet. (Any Monty Python fans?)

Finally, for some insight into the pure aerodynamics at play when airplanes fly too high, I'd recommend reading the responses to "What happens to aircraft that depart controlled flight at the coffin corner?"

This post originally appeared on Quora. Click here to view.

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