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Research reveals how long it takes Aussies to save for a holiday

Saving up for a holiday can seem like an overwhelming task, but some destinations are easier to save for than others. According to new research by <a href="http://money.com.au/">money.com.au</a>, nearly a third of travellers - or 31 percent - need on average a year to save for a trip, while 29 percent of Aussies save for up to six months before jetting off. For 18 percent of travellers, it takes more than a year to save for a trip, while just 13 percent of Aussies manage to save for a holiday in less than three months. On the flip side, 7 percent of eager travellers decide to skip saving altogether and cover their holiday expenses fully on a credit card, while just 2 percent opt for a personal loan to fund their trips. Money.com.au's Finance Expert, Sean Callery said of the survey, "Our research also shows that travel is the one expense Australians aren't willing to forgo, no matter their financial goals or income level." "Going into debt for a holiday brings additional costs and risks. It's important to have a plan for clearing the debt as quickly as possible." With these saving trends in mind, the experts have crunched the numbers to estimate how long it would take the average Aussie to save for a trip to the most popular overseas holiday destinations. The saving time for each location was calculated based on a 10 per cent savings rate of the average weekly earnings of $1,923.40 (from ABS data). Two of the quickest destinations to save for are China and Thailand, while other destinations the experts say you can save for in around half a year include New Zealand, Vietnam and Singapore. Image credits: Shutterstock

Travel Tips

Airlines cancel flights after volcanic eruptions. An aviation expert explains why that’s a good thing

<a href="https://theconversation.com/profiles/patrick-murray-2027113">Patrick Murray</a>, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> At least three airlines <a href="https://www.abc.net.au/news/2024-11-13/flights-to-and-from-bali-cancelled-due-to-volcanic-ash/104593698">cancelled flights between Australia and Bali</a> this week after a volcano eruption in eastern Indonesia spewed a vast plume of volcanic ash into the air. But while would-be holiday makers are naturally <a href="https://7news.com.au/sunrise/volcanic-eruption-in-indonesia-forces-airlines-to-cancel-flights-to-bali-stranding-frustrated-passengers-c-16732486">upset</a> at having their plans disrupted, it’s worth remembering it’s not safe to fly planes through volcanic ash. So, how do airlines decide it’s not safe to fly when a volcano erupts? And why is volcanic ash so dangerous for aircraft, anyway? <h2>What does volcanic ash do to a plane?</h2> Volcanic ash particles are very, very abrasive. They can cause permanent damage to windscreens in the aircraft and can even make windscreens look opaque – like someone has gone over them with sandpaper. Imagine getting spectacles and scraping them over and over with sandpaper – that’s what you’d see if you were sitting in the cockpit. Volcanic ash can also clog or damage external sensors, leading to erroneous readings, and can infiltrate an aircraft’s ventilation system. This can affect cabin air quality and lead to potential respiratory issues. But the main issue, in fact, is the impact volcanic ash has on engines. A jet engine works by drawing in air, compressing it, mixing it with fuel and igniting it. This creates high-pressure exhaust gases that are expelled backward, which pushes the engine (and the aircraft) forward. The correct balance of fuel and airflow is crucial. When you disrupt airflow, it can cause the engine to stall. Ash particles that get inside the engines will melt and build up, causing disruption of the airflow. This could cause the engine to “flame out” or stall. Volcanic ash has a lot of silica in it, so when it melts it turns into something similar to glass. It won’t melt unless exposed to very high temperatures – but inside a jet engine, you do get very high temperatures. There was a famous incident in 1982 where a <a href="https://theaviationgeekclub.com/the-story-of-british-airways-flight-9-the-boeing-747-that-lost-all-four-engines-due-to-volcanic-ash-yet-it-landed-safely/">British Airways Boeing 747 plane</a> was flying in the vicinity of Indonesia and lost all four engines after it encountered volcanic ash spewing from Java’s Mount Galunggung. Fortunately, the pilot was able to <a href="https://simpleflying.com/gallunggung-glider-the-story-of-british-airways-flight-9/">restart the engines and land safely</a>, although the pilots were unable to see through the front windscreens. <h2>How do airlines decide it’s not safe to fly when a volcano erupts?</h2> The decision is made by each airline’s operational staff. Each airline’s operational team would be looking at the situation in real time today and making the decision based on their risk assessment. Every airline has a process of risk management, which is required by Australia’s Civil Aviation Safety Authority. Different airlines may tackle risk management in slightly different ways; you might have some cancelling flights earlier than others. But, in broad terms, the more sophisticated airlines would come to similar conclusions and they are likely all communicating with each other. Mostly, they make the call based on the extent of the plume – how big the cloud of ash is and where it’s going, bearing in mind that winds vary with altitude. As you get stronger winds with altitude, the ash can drift quite far from the source. There is also a United Nations agency called the <a href="https://www.icao.int/Pages/default.aspx">International Civil Aviation Organization</a>, which issues guidance on volcanic ash hazards. Various meteorological agencies around the world work together and liaise with aviation authorities to spread the word quickly if there is an eruption. For airlines to resume flights, the ash needs to clear and there needs to be a low probability of further eruptions. <h2>Passenger safety is the priority</h2> The underpinning reason behind these flight cancellations is safety. If you lose engines and you can’t see out the window, the risk to passenger safety is obvious. Naturally, people are upset about their holiday plans being held up. But it’s actually in passengers’ best interests to not fly through volcanic ash.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/243576/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/patrick-murray-2027113">Patrick Murray</a>, Emeritus Professor of Aviation, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/airlines-cancel-flights-after-volcanic-eruptions-an-aviation-expert-explains-why-thats-a-good-thing-243576">original article</a>.

Travel Trouble

Can you die from long COVID? The answer is not so simple

<a href="https://theconversation.com/profiles/rose-shiqi-luo-1477061">Rose (Shiqi) Luo</a>, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/catherine-itsiopoulos-14246">Catherine Itsiopoulos</a>, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/kate-anderson-1412897">Kate Anderson</a>, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/magdalena-plebanski-1063786">Magdalena Plebanski</a>, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>, and <a href="https://theconversation.com/profiles/zhen-zheng-1321031">Zhen Zheng</a>, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a> Nearly five years into the pandemic, COVID is feeling less central to our daily lives. But the virus, SARS-CoV-2, is still around, and for many people the effects of an infection can be long-lasting. When symptoms persist for more than three months after the initial COVID infection, this is generally referred to as <a href="https://www.who.int/europe/news-room/fact-sheets/item/post-covid-19-condition">long COVID</a>. In September, Grammy-winning Brazilian musician <a href="https://www.abc.net.au/news/2024-09-07/brazilian-musician-sergio-mendez-dies-at-83/104323360">Sérgio Mendes</a> died aged 83 after reportedly having long COVID. <a href="https://www.abs.gov.au/articles/covid-19-mortality-australia-deaths-registered-until-31-july-2023">Australian data</a> show 196 deaths were due to the long-term effects of COVID from the beginning of the pandemic up to the end of July 2023. In the United States, the Centers for Disease Control and Prevention reported 3,544 <a href="https://www.cdc.gov/nchs/pressroom/nchs_press_releases/2022/20221214.htm">long-COVID-related deaths</a> from the start of the pandemic up to the end of June 2022. The symptoms of <a href="https://www.healthdirect.gov.au/long-covid">long COVID</a> – such as fatigue, shortness of breath and “brain fog” – can be debilitating. But can you die from long COVID? The answer is not so simple. <h2>How could long COVID lead to death?</h2> There’s still a lot we don’t understand about what causes long COVID. A popular theory is that “zombie” <a href="https://www.pnas.org/doi/full/10.1073/pnas.2300644120">virus fragments</a> may linger in the body and cause inflammation even after the virus has gone, resulting in long-term health problems. Recent research suggests a reservoir of <a href="https://www.sciencedirect.com/science/article/abs/pii/S1198743X24004324?via%3Dihub">SARS-CoV-2 proteins</a> in the blood might explain why some people experience ongoing symptoms. We know a serious COVID infection can damage <a href="https://covid19.nih.gov/news-and-stories/long-term-effects-sars-cov-2-organs-and-energy#:%7E:text=What%20you%20need%20to%20know,main%20source%20of%20this%20damage">multiple organs</a>. For example, severe COVID can lead to <a href="https://www.hopkinsmedicine.org/health/conditions-and-diseases/coronavirus/covid-long-haulers-long-term-effects-of-covid19">permanent lung dysfunction</a>, persistent heart inflammation, neurological damage and long-term kidney disease. These issues can in some cases lead to death, either immediately or months or years down the track. But is death beyond the acute phase of infection from one of these causes the direct result of COVID, long COVID, or something else? Whether long COVID can directly cause death continues to be a topic of debate. Of the <a href="https://www.cdc.gov/nchs/data/vsrr/vsrr025.pdf">3,544 deaths</a> related to long COVID in the US up to June 2022, the most commonly recorded underlying cause was COVID itself (67.5%). This could mean they died as a result of one of the long-term effects of a COVID infection, such as those mentioned above. COVID infection was followed by heart disease (8.6%), cancer (2.9%), Alzheimer’s disease (2.7%), lung disease (2.5%), diabetes (2%) and stroke (1.8%). Adults aged 75–84 had the highest rate of death related to long COVID (28.8%). These findings suggest many of these people died “with” long COVID, rather than from the condition. In other words, long COVID may not be a direct driver of death, but rather a contributor, likely exacerbating existing conditions. <h2>‘Cause of death’ is difficult to define</h2> Long COVID is a relatively recent phenomenon, so mortality data for people with this condition are limited. However, we can draw some insights from the experiences of people with post-viral conditions that have been studied for longer, such as myalgic encephalomyelitis or chronic fatigue syndrome (ME/CFS). Like long COVID, <a href="https://bmjopen.bmj.com/content/12/5/e058128">ME/CFS</a> is a complex condition which can have significant and varied effects on a person’s physical fitness, nutritional status, social engagement, mental health and quality of life. Some research indicates people with ME/CFS are at <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC5218818/">increased risk</a> of dying from causes including heart conditions, infections and suicide, that may be triggered or compounded by the debilitating nature of the syndrome. So what is the emerging data on long COVID telling us about the potential increased risk of death? Research from 2023 has suggested adults in the US with long COVID were at <a href="https://jamanetwork.com/journals/jama-health-forum/fullarticle/2802095">greater risk</a> of developing heart disease, stroke, lung disease and asthma. Research has also found <a href="https://pmc.ncbi.nlm.nih.gov/articles/PMC9721155/">long COVID</a> is associated with a higher risk of <a href="https://www.tandfonline.com/doi/full/10.1080/21642850.2022.2164498#abstract">suicidal ideation</a> (thinking about or planning suicide). This may reflect common symptoms and consequences of long COVID such as sleep problems, fatigue, chronic pain and emotional distress. But long COVID is more likely to occur in people who have <a href="https://www.aihw.gov.au/reports/covid-19/long-covid-in-australia-a-review-of-the-literature/summary">existing health conditions</a>. This makes it challenging to accurately determine how much long COVID contributes to a person’s death. Research has long revealed <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7302107/">reliability issues</a> in cause-of-death reporting, particularly for people with chronic illness. <h2>So what can we conclude?</h2> Ultimately, long COVID is a <a href="https://www.health.gov.au/topics/chronic-conditions/about-chronic-conditions">chronic condition</a> that can significantly affect quality of life, mental wellbeing and overall health. While long COVID is not usually immediately or directly life-threatening, it’s possible it could exacerbate existing conditions, and play a role in a person’s death in this way. Importantly, many people with long COVID around the world lack access to appropriate support. We need to develop <a href="https://www.mja.com.au/journal/2024/221/9/persistent-symptoms-after-covid-19-australian-stratified-random-health-survey">models of care</a> for the optimal management of people with long COVID with a focus on multidisciplinary care. Dr Natalie Jovanovski, Vice Chancellor’s Senior Research Fellow in the School of Health and Biomedical Sciences at RMIT University, contributed to this article.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/239184/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/rose-shiqi-luo-1477061">Rose (Shiqi) Luo</a>, Postdoctoral Research Fellow, School of Health and Biomedical Sciences, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/catherine-itsiopoulos-14246">Catherine Itsiopoulos</a>, Professor and Dean, School of Health and Biomedical Sciences, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/kate-anderson-1412897">Kate Anderson</a>, Vice Chancellor's Senior Research Fellow, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>; <a href="https://theconversation.com/profiles/magdalena-plebanski-1063786">Magdalena Plebanski</a>, Professor of Immunology, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>, and <a href="https://theconversation.com/profiles/zhen-zheng-1321031">Zhen Zheng</a>, Associate Professor, STEM | Health and Biomedical Sciences, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/can-you-die-from-long-covid-the-answer-is-not-so-simple-239184">original article</a>.

Body

Readers response: What’s your top travel tip for staying comfortable on long journeys?

When it comes to a long travel day, getting comfortable can often be a mammoth task. We asked our readers to share their favourite tips and tricks to stay comfy on a long haul flight, car ride or train journey, and the response was overwhelming. Here's what they said. Amy Cardino - Long-haul journeys (to me longer than 8hrs), you need to save up or upgrade your ticket if you have mileage benefits, into business class. Ester Cibasek - My own blowup pillow and blanket (long enough to cover my head), noise reducing ear phones and keep my eyes closed so I dose in and out of sleep all the way. Valerie Keily - A neck pillow is essential and an eye shade. Keep hydrated and remember to move around if possible. Di Richardson - Memory neck pillow. Recovery sleeves on my calves. One departure drink then limit alcohol or coffee. Window seat and sleep when possible. Bliss. Anita Thornton - Go business class. Chrissie Martini - Break the journey by staying overnight in a hotel. Takes longer to get there but you practically eliminate jet lag and the worry of DVTs. On the way to Europe, two overnight stops helps me. Lyn Goodman - Keep warm and wear loose fitting clothes. June Debono - Stretch jeans and socks (as well as other clothes of course). Plus, eye shade and ear plugs. Ingrid Plueckhahn - Take a good book, break up the journey with a fave movie, and just get in the zone and relax. It’s just a day! Image credits: Shutterstock

Travel Tips

Passenger arrested for assaulting flight crew member

A man has been arrested after being removed from an international flight for allegedly assaulting a member of the cabin crew. Onboard a flight from Perth to Auckland on early Wednesday morning, the Australian Federal Police were alerted to a passenger who was allegedly intoxicated and disruptive. The 23-year-old man from New Zealand allegedly assaulted a crew member, after staff alleged the man refused to comply with crew member requests during the flight. The flight was diverted to Melbourne Airport, with AFP officers boarding the plane to remove the man, who injured the cabin crew member during the assault. He was restrained at the back of the plane, with AFP Superintendent Stephen Cook confirming the flight was delayed as a result of the incident. “Any violence or anti-social behaviour in a confined space in the air would be distressing for other passengers and crew,” Superintendent Cook said. “At the very least, in this alleged incident it disrupted everyone’s travel plans." “Anti-social behaviour during a flight can pose a direct threat to the safety of the aircraft that is taken seriously by airlines and the AFP.” The 23-year-old man has been charged with one count of assaulting crew affecting the performance of their duty. Image credits: Australian Federal Police

Travel Trouble

What to claim for lost, delayed or damaged bags on overseas flights

<a href="https://theconversation.com/profiles/rebecca-johnston-123333">Rebecca Johnston</a>, <a href="https://theconversation.com/institutions/university-of-notre-dame-australia-852">University of Notre Dame Australia</a> and <a href="https://theconversation.com/profiles/david-hodgkinson-6574">David Hodgkinson</a>, <a href="https://theconversation.com/institutions/the-university-of-western-australia-1067">The University of Western Australia</a> If you get on a plane and your baggage ends up being delayed, damaged or lost, who’s responsible: you or the airline? And what rules apply when you’re flying between different countries – even if you don’t have travel insurance? Airlines (otherwise known as carriers) generally include baggage requirements in their terms and conditions of carriage, which are set out or referred to on your ticket. These are the rules that apply to the journey that you have booked. But for international flights, a carrier’s liability for damage, loss or delay of baggage is governed by a number of overarching international treaties, which many passengers aren’t aware of. <h2>International agreements</h2> The <a href="http://www.jus.uio.no/lm/air.carriage.warsaw.convention.1929/doc.html">Warsaw Convention</a> of 1929 was the first of these treaties, and the latest is the passenger-friendly 1999 <a href="http://www.jus.uio.no/lm/air.carriage.unification.convention.montreal.1999/">Montreal Convention</a>. In order for one of these treaties to apply to a particular journey, the same treaty must be in place at the point of departure and the passenger’s final destination. For many trips, the agreement that will apply will be the Montreal Convention, which has to date <a href="http://www.icao.int/secretariat/legal/List%20of%20Parties/Mtl99_EN.pdf">108 state parties</a>, covering everywhere from Albania and Australia to Zambia. In time, the Montreal Convention is expected to apply to almost all air travel. The Warsaw Convention (as amended by the <a href="http://www.jus.uio.no/lm/air.carriage.warsaw.convention.hague.protocol.1955/doc.html">Hague Protocol</a> and <a href="http://www.jus.uio.no/lm/air.carriage.warsaw.convention.montreal.protocol.4.1975/doc.html">Montreal Protocol No. 4</a>) will generally apply where the Montreal Convention does not. It is less favourable to passengers. All these treaties have similar provisions to deal with baggage claims – but very different limits to what you might get if you need to make a claim. <h2>What the airline is responsible for</h2> A carrier is liable if your checked baggage is lost, delayed or damaged regardless of fault. This is so unless the damage resulted from the inherent defect or quality of the baggage or, in terms of delay, if it proves that it took all reasonable measures to avoid the damage occasioned by that delay. As for unchecked baggage (that is, carry-on baggage), the carrier is only liable if the damage is due to the fault of the carrier or its agents. Unless otherwise specified, reference to “baggage” includes both checked and unchecked baggage. <h2>Calculating baggage compensation</h2> Under the Warsaw Convention (as amended by the <a href="http://www.jus.uio.no/lm/air.carriage.warsaw.convention.hague.protocol.1955/doc.html">Hague Protocol</a> and <a href="http://www.jus.uio.no/lm/air.carriage.warsaw.convention.montreal.protocol.4.1975/doc.html">Montreal Protocol No. 4</a>) and the Montreal Convention, liability limits are expressed in <a href="http://www.imf.org/external/np/exr/facts/sdr.HTM">special drawing rights</a> (SDRs). An SDR is a type of foreign exchange reserve asset created by the International Monetary Fund. Its value is based on an artificial basket of currencies consisting of the US dollar, the euro, the pound and the Japanese yen. The liability limits are reviewed every five years. As of October 16, 2014, the <a href="http://www.imf.org/external/np/fin/data/param_rms_mth.aspx">value of an SDR</a> is about US$1.49, £0.93 or A$1.70. Current SDR values for other currencies are also listed <a href="http://www.imf.org/external/np/fin/data/param_rms_mth.aspx">here</a>. <h2>So what is your baggage worth?</h2> In terms of baggage liability limits, the Warsaw Convention is of relatively little assistance to passengers. If your international travel is subject to Warsaw (for example, if you flew out of the United States on a one way ticket to Guatemala), liability for delayed, damaged or lost baggage is limited to 17 SDRs (about US$25.33, £15.81 or A$28.90) per kilogram per passenger for checked baggage and 332 SDRs (about US$494.68, £308.76 or A$564.40) per passenger for unchecked baggage. In contrast, a carrier is liable to pay far greater damages if the Montreal Convention applies. For any travel covered by Montreal, the carrier’s liability for baggage is limited to 1131 SDRs per passenger (US$1685.19, £1051.83 or A$1922.70), unless otherwise declared. The carrier is not liable for damages caused by delay if the carrier took all reasonable measures, or if it was impossible for it to take such measures. <h2>Time limits on baggage claims</h2> Time limits are imposed on making a claim for delayed, damaged or lost baggage. Any potential claims should be made to a carrier in writing within these specified limits. Article 26 of Warsaw provides that any complaint as to delay of baggage must be made at the latest within 21 days from the date the baggage was placed at the passenger’s disposal. <figure class="align-right zoomable"></figure> Similarly, under Article 31 of Montreal, a complaint must be made within 21 days of a passenger receiving their baggage. With respect to damaged baggage, under Warsaw, any claim must be made “forthwith” after the discovery of the damage and at most seven days from the date of receipt of the baggage. Montreal also gives passengers seven days from receipt of checked bags to report a damage claim. Neither convention imposes a time limit for reporting lost baggage claims. But it is advisable that you make your complaint as soon as possible. Warsaw does not state when baggage is considered “lost”, leaving it up to carriers to make that ruling. Under Montreal, baggage is only considered lost after 21 days or if the carrier admits that they have lost it. If a passenger fails to make a complaint within the specified times, the carrier will not be liable unless there has been fraud on the carrier’s part. <h2>Insurance alternatives</h2> If you are concerned that the contents of your baggage exceed the liability limits outlined above, you can make a special declaration of the value of your baggage prior to check-in and pay any additional fee (if required). In this case, the carrier will be liable to pay a higher amount, unless it is proved that the declared amount is greater than the actual value of your baggage. Alternatively, prior to travelling, check with your insurance company as to whether your travel insurance covers any excess from delayed, damaged or lost baggage. You might also want to <a href="http://www.icao.int/secretariat/legal/List%20of%20Parties/Mtl99_EN.pdf">check this list</a> to see whether the places you’re departing from and finally arriving at are parties to the Montreal Convention. If not, you might just find yourself out of pocket.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/32111/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/rebecca-johnston-123333">Rebecca Johnston</a>, Adjunct Lecturer, Law School, <a href="https://theconversation.com/institutions/university-of-notre-dame-australia-852">University of Notre Dame Australia</a> and <a href="https://theconversation.com/profiles/david-hodgkinson-6574">David Hodgkinson</a>, Associate Professor, Law School, <a href="https://theconversation.com/institutions/the-university-of-western-australia-1067">The University of Western Australia</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/what-to-claim-for-lost-delayed-or-damaged-bags-on-overseas-flights-32111">original article</a>.

Travel Trouble

Pilot dies mid-flight prompting emergency landing

A Turkish Airlines pilot has tragically died in the middle of a flight from Seattle in the US to the Turkish city of Istanbul, prompting an emergency landing. Pilot İlçehin Pehlivan, 59, “lost consciousness” at some point after the flight took off, with the plane then landing in New York’s John F. Kennedy International Airport, almost five hours into the journey. The diversion came after initial medical intervention on board failed to revive the captain, with the second pilot and co-pilot making the landing in New York. Pehlivan was declared dead on arrival when the plane was met by authorities, and no cause of death has yet been released. Turkish Airlines spokesperson Yahya Üstün said the pilot, who worked for the airline since 2007, underwent a routine health check in March and “no health problem was detected that would prevent him from working”. He recalled the moment onboard, saying, "After the first medical evaluation to our captain on board was inconclusive, the cockpit crew ... decided to make an emergency landing, but our captain died before landing." “As Turkish Airlines, we deeply feel the loss of our captain and extend our sincerest condolences to his bereaved family, colleagues, and all his loved ones,” he added. Image credits: Shutterstock

Travel Trouble

Parents under fire for taking their sick toddler on a long-haul flight

A couple has come under fire after documenting their experience online of boarding a long-haul flight with their toddler, despite the child being sick. Alina and her husband were excited to go on their long-awaited holiday to Thailand with their one-year-old son in tow, taking off on their first big family trip. However, shortly before they were set to take off, their child developed a raging fever, and they decided to go on the trip anyway. Taking the experience to social media, Alina said her son’s temperature soared to around 40 degrees, with their little boy’s condition escalating so rapidly that the parents were considering calling off their entire trip. “My husband and I even wanted to cancel the flight,” she confessed in the video, which has received around 1.4 million views. However, after realising they would be out of pocket by several thousands of dollars if they cancelled the trip at such short notice, they decided to take the risk and board the plane. “Our tickets would have been wasted, and the trip that cost us $3,000 would have been wasted,” the mum wrote. "One plus of this flight was that the flight was at night, and the child could sleep and recover.” In the clip, the parents were seen walking their son around the plane, cradling the sick toddler as he cried uncontrollably. Luckily, the parents “managed to bring down the temperature”, but they weren’t convinced their son would keep quiet for the rest of the trip. “We were so worried about how the baby would feel on an eight-hour flight,” she continued, walking the baby up and down the corridors of the airport, trying to calm him down. As they tried to settle the child, they realised that their hopes that he would sleep the whole way were misguided. “The flight turned out to be difficult,” Alina confessed. “The baby kept waking and crying.” In the middle of the night, their son’s fever returned, which forced the parents to “bring the temperature down again” and left them “very worried” about their son’s health. Their baby’s fever took a toll on the parents as well, who complained of feeling “squeezed like a lemon” while trying to keep his temperature down, as Alina recalled, “We took turns looking after the baby so each of us could sleep.” In a later video, the parents defended their choice to take their son on the flight despite his intense fever and blamed it on his teething, not sickness. “Our baby wasn’t sick, he was teething, and that’s why he had a fever,” she said. “If our child had been sick, we would have cancelled everything … I consider myself a wonderful mother.” Despite the mother's clarification of her son's fever, the parents were slammed for even considering taking a sick child on such a long flight. “It’s OK, don’t worry about making anyone else on that flight sick,” a sarcastic comment read. “This is so tremendously selfish, you are appalling for doing this to him and others.” “I was in the same situation,” another parent said. “I lost all bookings, but who cares, my daughter comes first always and forever, no matter the amount of money!” “Trips come and go; your baby’s health is priceless!” read another comment. “Forty degrees is a hospital admission! Not a flight to Thailand!” However, not everyone was as judgmental, with many parents extending their sympathies to the first-time parents, as one person wrote, “You know what’s best for your baby. Everyone will say things. But only you will know when you are in that situation.” “Everyone is a first-time parent,” another defended. “This was a lesson learned. A baby’s health is of utmost importance. No holiday is more important than that. I hope he is OK now.” Image credits: TikTok

Travel Trouble

How long does back pain last? And how can learning about pain increase the chance of recovery?

<a href="https://theconversation.com/profiles/sarah-wallwork-1361569">Sarah Wallwork</a>, <a href="https://theconversation.com/institutions/university-of-south-australia-1180">University of South Australia</a> and <a href="https://theconversation.com/profiles/lorimer-moseley-1552">Lorimer Moseley</a>, <a href="https://theconversation.com/institutions/university-of-south-australia-1180">University of South Australia</a> Back pain is common. One in thirteen people have it right now and worldwide a staggering 619 million people will <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7186678/">have it this year</a>. Chronic pain, of which back pain is the most common, is the world’s <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7186678/">most disabling</a> health problem. Its economic impact <a href="https://www.ncbi.nlm.nih.gov/books/NBK92510/">dwarfs other health conditions</a>. If you get back pain, how long will it take to go away? We scoured the scientific literature to <a href="https://www.cmaj.ca/content/cmaj/196/2/E29.full.pdf">find out</a>. We found data on almost 20,000 people, from 95 different studies and split them into three groups: <ul> <li>acute – those with back pain that started less than six weeks ago</li> <li>subacute – where it started between six and 12 weeks ago</li> <li>chronic – where it started between three months and one year ago.</li> </ul> We found 70%–95% of people with acute back pain were likely to recover within six months. This dropped to 40%–70% for subacute back pain and to 12%–16% for chronic back pain. Clinical guidelines point to graded return to activity and pain education under the guidance of a health professional as the best ways to promote recovery. Yet these effective interventions are underfunded and hard to access. <h2>More pain doesn’t mean a more serious injury</h2> Most acute back pain episodes are <a href="https://www.racgp.org.au/getattachment/75af0cfd-6182-4328-ad23-04ad8618920f/attachment.aspx">not caused</a> by serious injury or disease. There are rare exceptions, which is why it’s wise to see your doctor or physio, who can check for signs and symptoms that warrant further investigation. But unless you have been in a significant accident or sustained a large blow, you are unlikely to have caused much damage to your spine. Even very minor back injuries can be brutally painful. This is, in part, because of how we are made. If you think of your spinal cord as a very precious asset (which it is), worthy of great protection (which it is), a bit like the crown jewels, then what would be the best way to keep it safe? Lots of protection and a highly sensitive alarm system. The spinal cord is protected by strong bones, thick ligaments, powerful muscles and a highly effective alarm system (your nervous system). This alarm system can trigger pain that is so unpleasant that you cannot possibly think of, let alone do, anything other than seek care or avoid movement. The messy truth is that when pain persists, the pain system becomes more sensitive, so a widening array of things contribute to pain. This pain system hypersensitivity is a result of neuroplasticity – your nervous system is becoming better at making pain. <h2>Reduce your chance of lasting pain</h2> Whether or not your pain resolves is not determined by the extent of injury to your back. We don’t know all the factors involved, but we do know there are things that you can do to reduce chronic back pain: <ul> <li> understand how pain really works. This will involve intentionally learning about modern pain science and care. It will be difficult but rewarding. It will help you work out what you can do to change your pain </li> <li> reduce your pain system sensitivity. With guidance, patience and persistence, you can learn how to gradually retrain your pain system back towards normal. </li> </ul> <h2>How to reduce your pain sensitivity and learn about pain</h2> Learning about “how pain works” provides the most sustainable <a href="https://www.bmj.com/content/376/bmj-2021-067718">improvements in chronic back pain</a>. Programs that combine pain education with graded brain and body exercises (gradual increases in movement) can reduce pain system sensitivity and help you return to the life you want. These programs have been in development for years, but high-quality clinical trials <a href="https://jamanetwork.com/journals/jama/fullarticle/2794765">are now emerging</a> and it’s good news: they show most people with chronic back pain improve and many completely recover. But most clinicians aren’t equipped to deliver these effective programs – <a href="https://www.jpain.org/article/S1526-5900(23)00618-1/fulltext">good pain education</a> is not taught in most medical and health training degrees. Many patients still receive ineffective and often risky and expensive treatments, or keep seeking temporary pain relief, hoping for a cure. When health professionals don’t have adequate pain education training, they can deliver bad pain education, which leaves patients feeling like they’ve just <a href="https://www.jpain.org/article/S1526-5900(23)00618-1/fulltext">been told it’s all in their head</a>. Community-driven not-for-profit organisations such as <a href="https://www.painrevolution.org/">Pain Revolution</a> are training health professionals to be good pain educators and raising awareness among the general public about the modern science of pain and the best treatments. Pain Revolution has partnered with dozens of health services and community agencies to train more than <a href="https://www.painrevolution.org/find-a-lpe">80 local pain educators</a> and supported them to bring greater understanding and improved care to their colleagues and community. But a broader system-wide approach, with government, industry and philanthropic support, is needed to expand these programs and fund good pain education. To solve the massive problem of chronic back pain, effective interventions need to be part of standard care, not as a last resort after years of increasing pain, suffering and disability.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/222513/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/sarah-wallwork-1361569">Sarah Wallwork</a>, Post-doctoral Researcher, <a href="https://theconversation.com/institutions/university-of-south-australia-1180">University of South Australia</a> and <a href="https://theconversation.com/profiles/lorimer-moseley-1552">Lorimer Moseley</a>, Professor of Clinical Neurosciences and Foundation Chair in Physiotherapy, <a href="https://theconversation.com/institutions/university-of-south-australia-1180">University of South Australia</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/how-long-does-back-pain-last-and-how-can-learning-about-pain-increase-the-chance-of-recovery-222513">original article</a>.

Body

Flight attendant shares travel tips for loved-up couples

A flight attendant has shared what loved-up couples should not do when taking a trip together. Seasoned cabin crew member Suzanne Bucknam has warned couples to be wary of appropriate behaviour, and advised against these travel “icks”. Suzie told <a href="https://www.skyparksecure.com/">SkyParkSecure</a>, that one thing couples should be aware of when travelling are public displays of affection (PDA), which could land you in trouble. "A kiss on the lips or handholding doesn't warrant ick status but making out and putting a blanket over each other's laps gets very uncomfortable for everyone in the vicinity," Suzanne explains. "I've seen several couples attempt to join the mile-high club either in the bathroom or, worse, at their seats with said blanket over them. In fact, I've caught a couple with their pants down in the back of our plane once. We did an emergency landing and had them escorted off the plane, then got back in the air without them.” "It should be known that you can be arrested for public indecency, and flight attendants won't be afraid to call the authorities if they see you trying to get too cosy with your partner." Another must do for travelling couples is to book your plane seats together, rather than ask other passengers to change seats. "A simple boarding process can become a nightmare if couples don't book seats together but demand another passenger to move," she says. "Not only does it slow the process down significantly, but it often causes an altercation between passengers when someone won't move. Someone picked and paid for that seat, so they are well within their right to turn down a request to switch." Suzie said that while she understands couples, especially honeymooners, are excited about their travels, that doesn’t give them the right to make demands, and being difficult will get you nowhere. "What I wish all honeymooners knew before travelling somewhere is that, just because they're celebrating, it doesn't mean others have to celebrate or contribute to that celebration. If you do get a free upgrade or a free drink, fantastic! But please don't demand one from an unsuspecting flight attendant," she explains. "And as an employee who has been in that situation, it's just plain awkward if there are no upgrades available, and it's against the airline's policy to give freebies." Image credits: Shutterstock

Travel Tips

Woman “bullied” on plane over budget seating trick

A young woman has recalled a flight from hell when she was “bullied” by a couple who were trying to utilise a seating hack that went viral on TikTok. The solo traveller took to Reddit to recount the story and ask social media users if she was in the wrong for her action. The woman began by saying she usually pays more to select her plane seat ahead of time, but a medical emergency on another plane had her waiting on standby and left with no option other than to sit in a middle seat. When she was finally able to board, she was greeted by a couple who had purchased both the window and aisle seats in a bid to have more space, utilising a travel “trick” that has been popular on TikTok. The method, which has been dubbed the 'poor man's business class', usually leaves travellers with an empty middle seat and more space, and few travellers opt to pick a middle seat. “When I got to my row the man and woman were chatting and sharing a snack... it was obvious they were together. I mentioned to the man that I'm in the middle, and he got up to let me in,” the unsuspecting traveller wrote on Reddit. “I asked them if they would prefer to sit together, I said I was totally okay with that. The woman reacted rudely to this and said ‘you're not supposed to be sitting here anyway’.” After noticing how the plane was full, she offered to show the pair her new ticket with the correct seat number on it. “She flicked her hand at my ticket and made a disgusted sound. I offered again if they wanted to sit together to which she didn't reply, her partner said it's okay and... made some small talk,” she continued. The man’s girlfriend then interrupted their conversation to ask,”'Did you use one of those third party websites to book your flight? It's so frustrating when people cheap out to inconvenience others.” The American woman explained that she had booked her flight directly and she had been placed on standby like everyone else and didn't choose the middle seat - she was assigned it. She then tried to keep the peace by refusing to engage with the furious woman. “I was so done with her attitude, I put my headphones on and attempted to do my own thing,” she explained. But the “entitled” girlfriend wasn't letting it go, as the woman explained, “This woman kept reaching over me and tapping her partner and trying to talk to him in a way that was super intrusive.” “I could tell even her partner was trying to engage her less so that she would hopefully stop, but she didn't.” “I think they tried to pull that tactic where they don't sit together on purpose...hoping no one will sit between them. But on full flights it doesn't work. And even so - it's not the other person's fault.” The traveller's post was met with hundreds of comments slamming the girlfriend’s behaviour, as one person wrote, “It's like a toddler having a tantrum.” “She was disappointed and a total a**hole. Gross entitled people,” another added. Another person applauded the traveller’s level-headed behaviour, writing, “Wow! You are my hero for keeping it classy - I’m afraid I would not have been as kind as you.” Image credits: Shutterstock

Travel Trouble

Cause of death revealed after eight-year-old dies mid-flight

The cause of death of an eight-year-old girl who died suddenly mid-flight has been revealed. Sydney Weston was travelling with her family from their home state of Missouri to Chicago on June 13th when she suddenly fell ill on the flight and died. Now, according to Peoria County Coroner Jamie Harwood, Sydney was suffering from at least five different illnesses at the time of her death. The eight-year-old reportedly died from complications of chronic primary adrenalitis coupled with several infections, including enterovirus and strep, as well as inflammation of the small intestines known as duodenitis and the thyroid gland inflammation commonly known as thyroiditis. Harwood found that the long list of conditions suggests Sydney may have suffered from an autoimmune disorder which left her body attacking its own healthy cells and harming organ operation. Sydney suffered a medical emergency onboard the flight, causing the plane to divert to Peoria, Illinois, for an emergency landing, but Sydney died after being rushed to a nearby hospital. Results from a previously released preliminary autopsy were inconclusive but found that her body showed no signs of abuse, neglect or foul play. At the time of her sudden and tragic death, Sydney was just a week away from celebrating her ninth birthday. “She will forever be remembered for the happiness she brought to every single person she encountered. Our hearts are heavy. She was our baby girl and we celebrate her beautiful life,” her obituary read. Image credits: Instagram

Caring

Flight cancelled after crew member loses it at passenger

An Air Canada flight heading from Morocco to Montreal was cancelled on Friday after a flight attendant lost it at a passenger who reportedly requested a blanket. Viral footage of the incident showed a female flight attendant yelling: “You will behave or we will get off!” at a female passenger. “I’ll tell the captain right away. Yes or no?” When a passenger asked the flight attendant to call the captain, she refused and said: “I don’t want no bullying against my crew”. She then stormed up the aisle before she turned around and yelled: “Everyone behave! Be quiet … or you’re getting off.” <blockquote class="twitter-tweet"> Stress levels are quite high in the sky these days : An Air Canada flight from Casablanca (CMN) to Montreal (YUL) was canceled due to the inappropriate behavior of a flight attendant on July 26, 2024. The Airbus A330-343 aircraft (C-GHLM) did the taxi aiming a departure while… <a href="https://t.co/h3s4fbGF5A">pic.twitter.com/h3s4fbGF5A</a> — FL360aero (@fl360aero) <a href="https://twitter.com/fl360aero/status/1817249195960455420?ref_src=twsrc%5Etfw">July 27, 2024</a></blockquote> According to CTV News, the meltdown occurred after the passenger asked for a blanket. In a statement to the publication, Air Canada said the flight had been rescheduled for Saturday with a different crew. “We are taking this incident very seriously. It is under review, and we will take appropriate action,” the statement read. “It is under review, and we will take appropriate action. We apologise to our customers and deeply regret that their experience today fell far short of what they have come to expect when flying with Air Canada.” The airline has also offered compensation to all passengers affected by the delay. Images: X

Travel Trouble

Long COVID puzzle pieces are falling into place – the picture is unsettling

<div class="theconversation-article-body"><a href="https://theconversation.com/profiles/ziyad-al-aly-513663">Ziyad Al-Aly</a>, <a href="https://theconversation.com/institutions/washington-university-in-st-louis-732">Washington University in St. Louis</a> Since 2020, the condition known as long COVID-19 has become a <a href="https://www.hhs.gov/civil-rights/for-providers/civil-rights-covid19/guidance-long-covid-disability/index.html">widespread disability</a> affecting the health and quality of life of millions of people across the globe and costing economies billions of dollars in <a href="https://www.oecd.org/en/publications/the-impacts-of-long-covid-across-oecd-countries_8bd08383-en.html">reduced productivity of employees and an overall drop in the work force</a>. The intense scientific effort that long COVID sparked has resulted in <a href="https://pubmed.ncbi.nlm.nih.gov/?term=%22long+covid%22+or+%22pasc%22+or+%22post-acute+sequelae+of+covid-19%22+or+%22postacute+sequelae+of+covid-19%22+or+%22post-acute+sequelae+of+SARS-CoV-2%22+or+%22postacute+sequelae+of+SARS-CoV-2%22+or+%22post+covid+condition%22+or+%22post+covid+conditions%22+or+%E2%80%9Cchronic+covid-19%E2%80%9D+or+%E2%80%9Cpost+covid-19+condition%E2%80%9D+or+%E2%80%9Cpost+covid-19+conditions%E2%80%9D+or+%E2%80%9Cpost-covid+condition%E2%80%9D+or+%E2%80%9Cpost-covid+conditions%E2%80%9D+or+%E2%80%9Clong+covid-19%E2%80%9D+or+%28%22long-term%22+and+%22COVID-19%22%29+or+%28%22longterm%22+and+%22COVID-19%22%29+or+%28%22long-term%22+and+%22SARS-CoV-2%22%29+or+%28%22longterm%22+and+%22SARS-CoV-2%22%29+or+%E2%80%9Cpostcovid+condition%E2%80%9D+or+%E2%80%9Cpostcovid+conditions%E2%80%9D+&sort=date">more than 24,000 scientific publications</a>, making it the most researched health condition in any four years of recorded human history. <a href="https://www.cdc.gov/coronavirus/2019-ncov/long-term-effects/index.html">Long COVID</a> is a term that describes the <a href="https://www.yalemedicine.org/conditions/long-covid-post-covid-conditions-pcc">constellation of long-term health effects</a> caused by infection with the SARS-CoV-2 virus. These range from persistent respiratory symptoms, such as shortness of breath, to debilitating fatigue or brain fog that limits people’s ability to work, and conditions such as heart failure and diabetes, which are known to last a lifetime. I am a physician scientist, and I have been deeply immersed in studying long COVID since the early days of the pandemic. I have testified before the U.S. Senate as an <a href="https://www.help.senate.gov/imo/media/doc/baf4e4e7-b423-6bef-7cb4-1b272df66eb8/Al-Aly%20Testimony.pdf">expert witness on long COVID</a>, have <a href="https://scholar.google.com/citations?hl=en&user=DtuRVcUAAAAJ">published extensively on it</a> and was named as one of <a href="https://time.com/6966812/ziyad-al-aly/">Time’s 100 most influential people in health in 2024</a> for my research in this area. Over the first half of 2024, a <a href="https://www.nationalacademies.org/our-work/long-term-health-effects-stemming-from-covid-19-and-implications-for-the-social-security-administration#sl-three-columns-afa91458-20e0-42ab-9bd6-55e3c8262ecc">flurry of reports</a> and <a href="https://doi.org/10.1056/NEJMoa2403211">scientific papers</a> on long COVID added clarity to this complex condition. These include, in particular, insights into how COVID-19 can still wreak havoc in many organs years after the initial viral infection, as well as emerging evidence on viral persistence and immune dysfunction that last for months or years after initial infection. <h2>How long COVID affects the body</h2> A new study that my colleagues and I published in the New England Journal of Medicine on July 17, 2024, shows that the <a href="https://doi.org/10.1056/NEJMoa2403211">risk of long COVID declined</a> over the course of the pandemic. In 2020, when the ancestral strain of SARS-CoV-2 was dominant and vaccines were not available, about 10.4% of adults who got COVID-19 developed long COVID. By early 2022, when the omicron family of variants predominated, that rate declined to 7.7% among unvaccinated adults and 3.5% of vaccinated adults. In other words, unvaccinated people were more than twice as likely to develop long COVID. While researchers like me do not yet have concrete numbers for the current rate in mid-2024 due to the time it takes for long COVID cases to be reflected in the data, the flow of new patients into long COVID clinics has been on par with 2022. We found that the decline was the result of two key drivers: availability of vaccines and changes in the characteristics of the virus – which made the virus less prone to cause severe acute infections and may have reduced its ability to persist in the human body long enough to cause chronic disease. Despite the decline in risk of developing long COVID, even a 3.5% risk is substantial. New and repeat COVID-19 infections translate into millions of new long COVID cases that add to an already staggering number of people suffering from this condition. Estimates for the first year of the pandemic suggests that at <a href="https://doi.org/10.1038/s41579-023-00896-0">least 65 million people</a> globally have had long COVID. Along with a group of other leading scientists, my team will soon publish updated estimates of the global burden of long COVID and its impact on the global economy through 2023. In addition, a major new report by the National Academies of Sciences Engineering and Medicine details all the <a href="https://nap.nationalacademies.org/catalog/27756/long-term-health-effects-of-covid-19-disability-and-function">health effects that constitute long COVID</a>. The report was commissioned by the Social Security Administration to understand the implications of long COVID on its disability benefits. It concludes that long COVID is a complex chronic condition that can result in more than 200 health effects across multiple body systems. These include new onset or worsening: <ul> <li><a href="https://doi.org/10.1038/s41591-022-01689-3">heart disease</a></li> <li><a href="https://doi.org/10.1038/s41591-022-02001-z">neurologic problems</a> such as <a href="https://theconversation.com/mounting-research-shows-that-covid-19-leaves-its-mark-on-the-brain-including-with-significant-drops-in-iq-scores-224216">cognitive impairment</a>, strokes and <a href="https://my.clevelandclinic.org/health/diseases/6004-dysautonomia">dysautonomia</a>. This is a category of disorders that affect the body’s <a href="https://my.clevelandclinic.org/health/body/23273-autonomic-nervous-system">autonomic nervous system</a> – nerves that regulate most of the body’s vital mechanisms such as blood pressure, heart rate and temperature.</li> <li><a href="https://www.cdc.gov/me-cfs/hcp/clinical-care/treating-the-most-disruptive-symptoms-first-and-preventing-worsening-of-symptoms.html">post-exertional malaise</a>, a state of severe exhaustion that may happen after even minor activity — often leaving the patient unable to function for hours, days or weeks</li> <li><a href="https://doi.org/10.1038/s41467-023-36223-7">gastrointestinal disorders</a></li> <li><a href="https://doi.org/10.1681/ASN.2021060734">kidney disease</a></li> <li>metabolic disorders such as <a href="https://doi.org/10.1016/S2213-8587(22)00044-4">diabetes</a> and <a href="https://doi.org/10.1016/S2213-8587(22)00355-2">hyperlipidemia</a>, or a rise in bad cholesterol</li> <li><a href="https://doi.org/10.1038/s41590-023-01724-6">immune dysfunction</a></li> </ul> Long COVID can affect people across the lifespan from children to older adults and across race and ethnicity and baseline health status. Importantly, <a href="https://doi.org/10.1126/science.adl0867">more than 90% of people with long COVID</a> had mild COVID-19 infections. The National Academies report also concluded that long COVID can result in the inability to return to work or school; poor quality of life; diminished ability to perform activities of daily living; and decreased physical and cognitive function for months or years after the initial infection. The report points out that many health effects of long COVID, such as post-exertional malaise and chronic fatigue, cognitive impairment and autonomic dysfunction, are not currently captured in the <a href="https://www.ssa.gov/disability/professionals/bluebook/AdultListings.htm">Social Security Administration’s Listing of Impairments</a>, yet may significantly affect an individual’s ability to participate in work or school. <figure><iframe src="https://www.youtube.com/embed/9kJ5GWb2wzw?wmode=transparent&start=0" width="440" height="260" frameborder="0" allowfullscreen="allowfullscreen"></iframe><figcaption>Many people experience long COVID symptoms for years following initial infection.</figcaption></figure> <h2>A long road ahead</h2> What’s more, health problems resulting from COVID-19 can last years after the initial infection. A large study published in early 2024 showed that even people who had a <a href="https://doi.org/10.1038/s41591-024-02987-8">mild SARS-CoV-2 infection still experienced new health problems</a> related to COVID-19 in the third year after the initial infection. Such findings parallel other research showing that the <a href="https://doi.org/10.1016/S1473-3099(24)00171-3">virus persists</a> in various organ systems for months or years after COVID-19 infection. And research is showing that immune responses to the infection are <a href="https://doi.org/10.1126/scitranslmed.adk3295">still evident two to three years</a> after a mild infection. Together, these studies may explain why a SARS-CoV-2 infection years ago could still cause new health problems long after the initial infection. Important progress is also being made in understanding the pathways by which long COVID wreaks havoc on the body. Two preliminary studies <a href="https://doi.org/10.1101/2024.06.18.24309100">from the U.S.</a> and <a href="https://doi.org/10.1101/2024.05.30.596590">the Netherlands</a> show that when researchers transfer auto-antibodies – antibodies generated by a person’s immune system that are directed at their own tissues and organs – from people with long COVID into healthy mice, the animals start to experience long COVID-like symptoms such as muscle weakness and poor balance. These studies suggest that an abnormal immune response thought to be responsible for the generation of these auto-antibodies may underlie long COVID and that <a href="https://doi.org/10.1126/science.zbzipqn">removing these auto-antibodies</a> may hold promise as potential treatments. <h2>An ongoing threat</h2> Despite overwhelming evidence of the wide-ranging risks of COVID-19, a great deal of messaging suggests that it is no longer a threat to the public. Although there is no empirical evidence to back this up, this misinformation has permeated the public narrative. The data, however, tells a different story. <a href="https://covid.cdc.gov/covid-data-tracker/#datatracker-home">COVID-19 infections</a> continue to <a href="https://www.cdc.gov/flu/weekly/index.htm">outnumber flu cases</a> and lead to <a href="https://www.cdc.gov/resp-net/dashboard/index.html">more hospitalization</a> and <a href="https://doi.org/10.1001/jama.2024.7395">death</a> than the flu. COVID-19 also leads to <a href="https://doi.org/10.1016/S1473-3099(23)00684-9">more serious long-term health problems</a>. Trivializing COVID-19 as an inconsequential cold or <a href="https://www.theatlantic.com/health/archive/2024/02/covid-anniversary-flu-isolation-cdc/677588/">equating it with the flu</a> does not align with reality.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/233759/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/ziyad-al-aly-513663">Ziyad Al-Aly</a>, Chief of Research and Development, VA St. Louis Health Care System. Clinical Epidemiologist, <a href="https://theconversation.com/institutions/washington-university-in-st-louis-732">Washington University in St. Louis</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/long-covid-puzzle-pieces-are-falling-into-place-the-picture-is-unsettling-233759">original article</a>. </div>

Body

So when should you book that flight? The truth on airline prices

<a href="https://theconversation.com/profiles/yuriy-gorodnichenko-144556">Yuriy Gorodnichenko</a>, <a href="https://theconversation.com/institutions/university-of-california-berkeley-754">University of California, Berkeley</a> and <a href="https://theconversation.com/profiles/volodymyr-bilotkach-145437">Volodymyr Bilotkach</a>, <a href="https://theconversation.com/institutions/newcastle-university-906">Newcastle University</a> How airlines price tickets is a source of many <a href="http://airtravel.about.com/od/travelindustrynews/a/mythticket.htm">myths</a> and urban legends. These include tips about the best day of the week to buy a ticket, last-minute discounts offered by the airlines, and the conspiracy theories suggesting that the carriers use cookies to increase prices for their passengers. None of these three statements is entirely true. Studies have suggested that prices can be higher or lower on a given day of the week – yet, there is no clear consensus on which day that is. Offered prices can in fact drop at any time before the flight, yet they are much more likely to increase than decrease over the last several weeks before the flight’s departure. Further, the airlines prefer to wait for the last-minute business traveler who’s likely to pay full fare rather than sell the seat prematurely to a price conscious traveler. And no, the airlines do not use cookies to manipulate fare quotes – adjusting their inventory for specific customers appears to be beyond their technical capabilities. What is true about pricing in the airline industry is that carriers use complex and sophisticated pricing systems. The airline’s per passenger cost is the lowest when the flight is full, so carriers have incentive to sell as many seats as possible. This is a race against time for an airline and, of course, no company wants to discount its product more than it has to. Hence, the airlines face two somewhat contradictory goals: to maximize revenue by flying full planes and to sell as many full-fare seats as possible. This a process known in the industry as yield or revenue management. <h2>Airlines and their bucket lists</h2> Here is how <a href="http://commons.erau.edu/cgi/viewcontent.cgi?article=1522&context=jaaer">yield management</a> works. For each flight or route (if we are talking about multi-segment itineraries), the airline has a set of available price levels – from the most expensive fully refundable fare to the cheapest deeply discounted non-refundable price. The industry jargon for these prices is “buckets.” Then, seats can be interpreted as balls that are allocated among these buckets. Initial allocation of seats between the price buckets is determined by historical data indicating how well a certain flight sells. For example, fewer deeply discounted seats will be offered on a flight on Thanksgiving week than on the same flight during the third week of February. As the seats on a flight sell, yield managers monitor and adjust the seat allocation. If, for instance, the sales are slower than expected, some of the seats might be moved to lower-priced buckets – this shows up as a price drop. As noted above, such price drops can occur at any time before the flight. However, the general trend of price quotes is upward starting from about two to three weeks before the flight departure date. Of course, an average traveler wants to know when he or she should buy the tickets for the next trip. Another important question is where to buy this ticket. Airlines distribute their inventory on their own websites and on several computer distribution systems, meaning that prices can sometimes differ depending on where one looks. We are not entirely sure what precipitates this phenomenon – likely explanations include differences in contracts between the airlines and the distribution systems/travel agents, implying that different travel agents may not have access to the airline’s entire inventory of available prices. <h2>When to book</h2> The airlines’ yield managers start looking at flight bookings about two months before the departure date. This implies that it generally does not pay to book more than two months in advance: studies show that initially the airlines leave the cheapest price buckets empty, and yield managers may move some seats into those buckets if a couple of months before the departure date the flight is emptier than expected. Between two months and about two to three weeks before the flight date, the fare quotes remain mostly flat, with a slight upward trend. However, and perhaps paradoxically, there is a good chance of a price drop during this period. We tend to monitor prices for several days – sometimes up to a week – hoping for a potentially lower quote. It does not always pay off, but sometimes we do manage to save a considerable amount of money. Two to three weeks before the flight date, the price quotes start increasing. This is the time when business travelers start booking. While price drops are still possible, a chance of a price increase is much higher if you wait to book within this time period. This is also the time when one can find significant differences between price quotes, depending on where one looks and what contract they have with the airlines. Thus, if we book a trip earlier than three weeks before the flight date, we tend not to delay the purchase. At the same time, we check quotes from multiple travel agents, or go directly to a site that allows for a quick comparison of prices (such as <a href="https://www.kayak.com">kayak.com</a> or <a href="http://www.skyscanner.net">skyscanner.net</a>). Or check the airline itself. As for answering the original question we posed, here are some simple tips. First, if you have to travel during a peak period, such as Thanksgiving week, it is generally best not to delay buying that ticket. Otherwise, it might pay to monitor the offered prices for some time before committing. The best strategy for booking within the last couple of weeks before the flight, however, is not to delay the purchase, but to try getting quotes from several agents, which is easy to do in the internet age.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/34033/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/yuriy-gorodnichenko-144556">Yuriy Gorodnichenko</a>, Associate Professor of Economics, <a href="https://theconversation.com/institutions/university-of-california-berkeley-754">University of California, Berkeley</a> and <a href="https://theconversation.com/profiles/volodymyr-bilotkach-145437">Volodymyr Bilotkach</a>, Senior Lecturer in Economics, <a href="https://theconversation.com/institutions/newcastle-university-906">Newcastle University</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/so-when-should-you-book-that-flight-the-truth-on-airline-prices-34033">original article</a>.

Travel Tips

Attempted assassination of Trump: The long history of violence against U.S. presidents

<a href="https://theconversation.com/profiles/thomas-klassen-1171638">Thomas Klassen</a>, <a href="https://theconversation.com/institutions/york-university-canada-1610">York University, Canada</a> Political assassinations in the United States have a long and disturbing history. The <a href="https://apnews.com/article/trump-vp-vance-rubio-7c7ba6b99b5f38d2d840ed95b2fdc3e5">attempted assassination of Donald Trump</a>, who narrowly escaped death when a bullet grazed his right ear while he was speaking at a campaign rally in Pennsylvania on Saturday, highlights the danger of those seeking votes in a country whose constitution guarantees citizens the right to bear arms. Trump joins a not-so-exclusive club of U.S. presidents, former presidents and presidential candidates who have been the target of bullets. Of the 45 people who have served as president, four have been <a href="https://abcnews.go.com/US/wireStory/us-presidents-assassinated-targeted-presidential-candidates-111920908">assassinated while in office</a>. Given the near mythic status of U.S. presidents, and the nation’s superpower role, political assassinations strike at the very heart of the American psyche. <a href="https://www.loc.gov/collections/abraham-lincoln-papers/articles-and-essays/assassination-of-president-abraham-lincoln/">Abraham Lincoln</a>’s killing in 1865 and that of <a href="https://theconversation.com/jfk-assassination-60-years-on-seven-experts-on-what-to-watch-see-and-read-to-understand-the-event-and-its-consequences-216203">John F. Kennedy</a> in 1963 are key moments in the history of the United States. <a href="https://www.history.com/news/the-assassination-of-president-james-a-garfield">James Garfield</a> (1881) and <a href="https://www.history.com/news/the-assassination-of-president-william-mckinley">William McKinley</a> (1901) are less remembered, but their deaths nonetheless rocked the nation at the time. <h2>Secret Service provides protection</h2> It was after McKinley’s assassination that the U.S. Secret Service was given <a href="https://www.secretservice.gov/about/history/150-years#:%7E:text">the job of providing full-time protection to presidents</a>. The last American president to be shot was Ronald Reagan, <a href="https://www.reaganlibrary.gov/permanent-exhibits/assassination-attempt">who was seriously wounded and required emergency surgery in 1981</a>. Reagan was leaving a Washington hotel after giving a speech when gunman John Hinckley Jr. fired shots from a .22-calibre pistol. One of the bullets ricocheted off the president’s limousine and hit him under the left armpit. Reagan spent 12 days in hospital before returning to the White House. Other presidents have been shot at, but luckily, not injured. In 1933, <a href="http://www.fdrlibraryvirtualtour.org/page03-06.asp">a gunman fired five shots at the car of then President-Elect Franklin D. Roosevelt</a>. Roosevelt wasn’t hit but the mayor of Chicago, Anton Cermak, who was speaking to Roosevelt after the newly elected president had made some brief remarks to the public, was injured and <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7297642/">died 19 days later</a>. <h2>Two attempts in one month</h2> In September of 1975, President Gerald Ford survived <a href="https://www.fordlibrarymuseum.gov/avproj/assassinations.asp">two separate assassination attempts — both by women</a>. The first came on Sept. 5 when Lynette (Squeaky) Fromme, a follower of cult leader Charles Manson, tried to shoot Ford as he was walking through a park in Sacramento, Calif., but her gun misfired and didn’t go off. On Sept. 22, Sara Jane Moore, a woman with ties to left-wing radical groups, got one shot off at Ford as he left a hotel in San Francisco but it missed the president. Presidential candidates have not been exempt from assassination attempts, including most notably Senator <a href="https://www.npr.org/2023/06/05/1179430014/robert-kennedy-rfk-assassination-anniversary">Robert F. Kennedy</a> killed in 1968 and <a href="https://www.wsfa.com/2024/07/14/son-late-alabama-gov-george-wallace-reacts-trump-rally-shooting/">George Wallace</a> shot and left paralyzed in 1972. In 1912, former president Theodore Roosevelt <a href="https://blogs.loc.gov/headlinesandheroes/2019/07/the-pocket-items-that-saved-the-life-of-theodore-roosevelt/">was hit in the chest by a .38-calibre bullet</a> as he was campaigning to regain the White House. But most of the impact of the bullet was absorbed by objects in the chest pocket of Roosevelt’s jacket. Even though he had been shot, Roosevelt went on to make a campaign speech with the bullet still in his chest. <h2>The violence of 1968</h2> Other figures with significant — if unelected — political power have also had their lives cut short by gunfire, most notably <a href="https://theconversation.com/mlks-vision-matters-today-for-the-43-million-americans-living-in-poverty-92380">Martin Luther King Jr.</a> in 1968, just a few months before Bobby Kennedy’s death. In a country with <a href="https://www.washingtonpost.com/news/wonk/wp/2018/06/19/there-are-more-guns-than-people-in-the-united-states-according-to-a-new-study-of-global-firearm-ownership/">more guns than people</a>, and with firearms easily available, it is not surprising that invariably shootings are the preferred means of killing or attempting to kill political office holders. Like Trump, most assassination attempts occur when candidates and politicians are in public spaces with crowds of people nearby. There is a long history of politicians insisting, against the advice of their security advisers, to “press the flesh” in events that jeopardize their safety. Trump was extraordinarily fortunate to escape with only minor injuries.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/234630/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/thomas-klassen-1171638">Thomas Klassen</a>, Professor, School of Public Policy and Administration, <a href="https://theconversation.com/institutions/york-university-canada-1610">York University, Canada</a> Image credits: Xinhua News Agency/Shutterstock Editorial This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/attempted-assassination-of-trump-the-long-history-of-violence-against-u-s-presidents-234630">original article</a>.

Legal

Flight attendant reveals the unexpected reason why it's so cold on planes

When it comes to packing essentials in your carry-on for your next flight, many people add a jumper, extra socks, or even their own blanket to their bags. Because one thing’s for sure: you’ll probably be cold on your flight. But have you ever stopped to think of the reason why the cabin of a plane is so cold? According to a Canadian flight attendant, it's to do with keeping you feeling good. Vanessa Settimi told Reader's Digest that a cooler cabin helps passengers who are prone to fainting or have motion sickness during turbulence. She also clarified that despite what travellers may think, cabin crew don’t have control over the cabin temperature. "Temperature in the cabin is controlled by the pilots. Even though travellers often ask to get the temperature turned up during flights, it is kept on the cooler side." She went on to say that the key to staying warm on your next flight is bringing extra layers. "Now this might just be the flight attendant in me," says Settimi, "but you will never catch me flying as a traveller in sandals and a tank top!" Image credits: Shutterstock

Travel Trouble

The world’s longest cruises

If you’re looking for your next cruising adventure, there are a multitude of time frames you can pick from for your next holiday. While many cruise-goers tend to opt for just a week or two at sea, there are other voyages that can see you spend months travelling the world. Here are ten of the longest cruise journeys that are available for the most dedicated travellers. Queen Anne - 107 days In 2025, new Cunard ship Queen Anne will embark on her maiden World Voyage which includes her first visit to Australia and New Zealand. The 107-day journey starts with a transatlantic crossing before sailing to destinations in the Americas, Australasia, Asia, the Arabian Gulf and finally the Mediterranean. Crown Princess - 113 days The Crown Princess is set to embark on an epic around the world cruise next year, and you can get on in Australia or New Zealand. From there, the voyage will visit 49 destinations in 28 countries over 113 days, crossing the equator twice, and sailing 33,500 nautical miles. MSC Magnifica - 119 days MSC's World Cruise 2026 lasts 119 days, with options to book the entire round-the-world itinerary for the most dedicated travellers. The trip starts in Italy, and takes in the Mediterranean before heading across the Atlantic to the Caribbean and South America, before it then sails to California before crossing the Pacific for Hawaii, New Zealand and Australia. Seabourn Sojourn - 129 days Seabourn's 2026 World Cruise sets sail on January 6th 2026 from LA, before taking in Hawaii, South Pacific islands, New Zealand, Australia and the Far East and Asia before heading Alaska and concluding in Vancouver, Canada. That's a total of 63 ports in 14 countries with seven overnight stays. Volendam - 133 days Holland America’s lengthy journey, titled Pole to Pole, takes a round trip from Fort Lauderdale in Florida it visits spots as diverse as Costa Rica, Antarctica, Morocco, France and Canada. Crystal Serenity - 135 days Crystal's 2026 World Cruise is an epic 135-day journey travelling to 72 destinations throughout 27 countries. Departing Los Angeles, Crystal Serenity will traverse the waters of the Pacific taking in the Marquesas Islands, Bora Bora, New Zealand and Sydney, as well as travelling to Hong Kong, Mumbai and Dubai. Seven Seas Splendour - 140 days Guests onboard the Regent Seven Seas Cruises will visit 40 countries over six continents, spending 140 nights onboard the luxurious ship. The voyage visits locations such as Panama, Sri Lanka and Spain, visiting 71 ports around the world. Silver Dawn - 149 days Silversea Cruises' Silver Dawn will explore 80 destinations, covering 35 countries on five continents, including 11 overnight stays. Viking Sky - 163 days The cruise ship Viking Sky will sail for an impressive 163 days on its World Voyage II, taking in 34 countries, with 79 guided tours. Ports of note include Rarotonga in the Cook Islands, Darwin Australia, Colombo Sri Lanka, Cape Town, South Africa and the Shetland Islands in Scotland. Oceana Vista - 197 days The 2026 World Odyssey voyage of Vista will circumnavigate the world, visiting over 100 ports across 43 countries. The voyage visits over 80 UNESCO World Heritage sites across 101 destinations, with 11 overnight stays. Image credits: Shutterstock

Cruising

How do airplanes fly? An aerospace engineer explains the physics of flight

<div class="theconversation-article-body"><a href="https://theconversation.com/profiles/craig-merrett-1509278">Craig Merrett</a>, <a href="https://theconversation.com/institutions/clarkson-university-4276">Clarkson University</a> Airplane flight is one of the most significant technological achievements of the 20th century. The <a href="https://airandspace.si.edu/explore/stories/wright-brothers">invention of the airplane</a> allows people to travel from one side of the planet to the other in less than a day, compared with weeks of travel by boat and train. Understanding precisely why airplanes fly is an ongoing challenge for <a href="https://www.clarkson.edu/people/craig-merrett">aerospace engineers, like me</a>, who study and design airplanes, rockets, satellites, helicopters and space capsules. Our job is to make sure that flying through the air or in space is safe and reliable, by using tools and ideas from science and mathematics, like computer simulations and experiments. Because of that work, flying in an airplane is <a href="https://usafacts.org/articles/is-flying-safer-than-driving/">the safest way to travel</a> – safer than cars, buses, trains or boats. But although aerospace engineers design aircraft that are stunningly sophisticated, you might be surprised to learn there are still some details about the physics of flight that we don’t fully understand. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=600&h=381&fit=crop&dpr=1 600w, https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=30&auto=format&w=600&h=381&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=15&auto=format&w=600&h=381&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=754&h=479&fit=crop&dpr=1 754w, https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=30&auto=format&w=754&h=479&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/577439/original/file-20240222-28-v3tjb4.jpg?ixlib=rb-4.1.0&q=15&auto=format&w=754&h=479&fit=crop&dpr=3 2262w" alt="A diagram of an airplane that shows the four forces of flight." /></a><figcaption>The forces of weight, thrust, drag and lift act on a plane to keep it aloft and moving. <a class="source" href="https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/airplane-cruise-balanced-forces/">NASA</a></figcaption></figure> <h2>May the force(s) be with you</h2> There are <a href="https://www.nasa.gov/stem-content/four-forces-of-flight/#:%7E">four forces</a> that aerospace engineers consider when designing an airplane: weight, thrust, drag and lift. Engineers use these forces to help design the shape of the airplane, the size of the wings, and figure out how many passengers the airplane can carry. For example, when an airplane takes off, the thrust must be greater than the drag, and the lift must be greater than the weight. If you watch an airplane take off, you’ll see the wings change shape using flaps from the back of the wings. The flaps help make more lift, but they also make more drag, so a powerful engine is necessary to create more thrust. When the airplane is high enough and is cruising to your destination, lift needs to balance the weight, and the thrust needs to balance the drag. So the pilot pulls the flaps in and can set the engine to produce less power. That said, let’s define what force means. According to <a href="https://ca.pbslearningmedia.org/resource/4079abf0-7a4b-4f49-80ad-c69cd06a80f9/newtons-second-law-of-motion/">Newton’s Second Law</a>, a force is a mass multiplied by an acceleration, or F = ma. A force that everyone encounters every day is <a href="https://spaceplace.nasa.gov/what-is-gravity/en/#:%7E">the force of gravity</a>, which keeps us on the ground. When you get weighed at the doctor’s office, they’re actually measuring the amount of force that your body applies to the scale. When your weight is given in pounds, that is a measure of force. While an airplane is flying, gravity is pulling the airplane down. That force is the weight of the airplane. But its engines push the airplane forward because they create <a href="https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/what-is-thrust/">a force called thrust</a>. The engines pull in air, which has mass, and quickly push that air out of the back of the engine – so there’s a mass multiplied by an acceleration. According to <a href="https://www.youtube.com/watch?v=a-wh3fJRdjo">Newton’s Third Law</a>, for every action there’s an equal and opposite reaction. When the air rushes out the back of the engines, there is a reaction force that pushes the airplane forward – that’s called thrust. As the airplane flies through the air, the shape of the airplane pushes air out of the way. Again, by Newton’s Third Law, this air pushes back, <a href="https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/what-is-drag/#:%7E">which leads to drag</a>. You can experience something similar to drag when swimming. Paddle through a pool, and your arms and feet provide thrust. Stop paddling, and you will keep moving forward because you have mass, but you will slow down. The reason that you slow down is that the water is pushing back on you – that’s drag. <h2>Understanding lift</h2> <a href="https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/what-is-lift/">Lift</a> is more complicated than the other forces of weight, thrust and drag. It’s created by the wings of an airplane, and the shape of the wing is critical; that shape is <a href="https://howthingsfly.si.edu/media/airfoil#:%7E">known as an airfoil</a>. Basically it means the top and bottom of the wing are curved, although the shapes of the curves can be different from each other. As air flows around the airfoil, <a href="https://www.youtube.com/watch?v=UO75jDwGCdQ">it creates pressure</a> – a force spread out over a large area. Lower pressure is created on the top of the airfoil compared to the pressure on the bottom. Or to look at it another way, air travels faster over the top of the airfoil than beneath. Understanding why the pressure and speeds are different on the top and the bottom is <a href="https://airandspace.si.edu/multimedia-gallery/lift-and-copjpg">critical to understand lift</a>. By improving our understanding of lift, engineers can design more fuel-efficient airplanes and give passengers more comfortable flights. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=600&h=385&fit=crop&dpr=1 600w, https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=30&auto=format&w=600&h=385&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=15&auto=format&w=600&h=385&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=45&auto=format&w=754&h=484&fit=crop&dpr=1 754w, https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=30&auto=format&w=754&h=484&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/579698/original/file-20240304-24-6df49v.jpg?ixlib=rb-4.1.0&q=15&auto=format&w=754&h=484&fit=crop&dpr=3 2262w" alt="A diagram that shows how the airfoil of a plane works." /></a><figcaption>Note the airfoil, which is a specific wing shape that helps keep a plane in the air. <a class="source" href="https://www.gettyimages.com/detail/illustration/how-airplanes-fly-royalty-free-illustration/1401215523?phrase=airfoil+diagram&adppopup=true">Dimitrios Karamitros/iStock via Getty Images Plus</a></figcaption></figure> <h2>The conundrum</h2> The reason why air moves at different speeds around an airfoil remains mysterious, and <a href="https://www.scientificamerican.com/video/no-one-can-explain-why-planes-stay-in-the-air/">scientists are still investigating</a> this question. Aerospace engineers have measured these pressures on a wing in both wind tunnel experiments and during flight. We can create models of different wings to predict if they will fly well. We can also change lift by changing a wing’s shape to create airplanes that fly for long distances or fly very fast. Even though we still don’t fully know why lift happens, aerospace engineers work with mathematical equations that recreate the different speeds on the top and bottom of the airfoil. Those equations describe a process <a href="https://howthingsfly.si.edu/media/circulation-theory-lift">known as circulation</a>. Circulation provides aerospace engineers with a way to model what happens around a wing even if we do not completely understand why it happens. In other words, through the use of math and science, we are able to build airplanes that are safe and efficient, even if we don’t completely understand the process behind why it works. Ultimately, if aerospace engineers can figure out why the air flows at different speeds depending on which side of the wing it’s on, we can design airplanes that use less fuel and pollute less.  <a href="https://theconversation.com/profiles/craig-merrett-1509278">Craig Merrett</a>, Professor of Mechanical and Aerospace Engineering, <a href="https://theconversation.com/institutions/clarkson-university-4276">Clarkson University</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/how-do-airplanes-fly-an-aerospace-engineer-explains-the-physics-of-flight-222847">original article</a>. </div>

Travel Tips

The one in-flight activity to avoid to conquer jet lag

While many people love to travel and explore new destinations, there’s no doubt that the worst part of a holiday is often the long-haul flight. With many holidays, especially ones overseas, a drastic change of timezones can mean jet lag is unavoidable, but there are a few things you can do to make life easy when you land. According to one travel expert, how you feel when you disembark often boils down to your in-flight activities. Sarah Built, who has worked up a lifetime of long-haul travel as the Etihad Airways Vice President of Sales for Australasia, told <a href="https://travel.nine.com.au/latest/flight-tips-how-to-avoid-jet-lag/db8fbda1-2318-44c0-b9fe-e14d11dec70c">9Travel</a> that there is one thing she always avoids onboard in order to land at her destination feeling fresh: alcohol. "Whilst the allure of coffee, cocktails and snacks is real (particularly if you're travelling with kids), they can actually contribute to dehydration and worsen jet lag," she says. Instead of that in-flight beer glass of wine, Sarah says to drink water (with lime added for a twist) or herbal tea to boost your hydration and lessen that groggy mid-flight feeling. Drinking water is obviously also the key to staying hydrated, as Sarah says it's important to start drinking extra water the day before your flight, so you're going in prepared. "I carry a reusable water bottle to keep fluids up during the journey (most airports will have water stations for you to refill easily)," she says, which means you won't need to pay for an overpriced bottle at the airport. "Dehydration can cause headaches and fatigue, and you want to be able to hit the ground running on arrival, so always remember to drink plenty of water," she advises. Image credits: Shutterstock

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