Two helicopters carrying a total of three people collided midair near an Oregon airport Thursday afternoon, crashing in a field and prompting authorities to close a nearby highway.

A Robinson R22 helicopter and an Airbus H125 helicopter collided near McMinnville Municipal Airport around 2:15 p.m. local time, the Federal Aviation Administration (FAA) confirmed in a statement to Fox News Digital.

Only the pilot was aboard the Robinson R22, while two people were aboard the Airbus H125, according to the FAA.

TWO NAVY JETS CRASH MIDAIR AS CREW SUCCESSFULLY EJECTS DURING IDAHO MILITARY BASE AIR SHOW

The agency did not provide information about possible injuries or fatalities, leaving the conditions of the three people aboard the aircraft unclear.

The collision occurred in a field off Oregon Route 233, about one mile west of Dayton, according to Oregon Department of Transportation spokesperson Mindy McCartt.

McCartt told Fox News Digital that the highway and some nearby county roads were closed at the request of emergency responders. She said there was no estimated reopening time.

DASHCAM VIDEO CAPTURES SMALL PLANE CRASHING ON SAN JOSE HIGHWAY, INJURING THREE ON BOARD, INCLUDING CHILD

McMinnville Airport Manager John Paskell told Fox News Digital that the collision occurred off airport property and did not disrupt airport operations. The airport remained open without closures or restrictions.

Paskell said he understood that both helicopters were based at the airport but could not confirm what activities they were conducting or how the collision occurred.

The FAA said it would investigate the collision alongside the National Transportation Safety Board (NTSB), which will lead the investigation and provide further updates. 

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The agency cautioned that its information was preliminary and subject to change.

The Yamhill County Sheriff's Office and NTSB did not respond to Fox News Digital's requests for comment.

• A couch, a seat, a table, two beds, a full bathroom, a window, and a sliding door.
• My home for the longest train ride in the US was basically a hotel room in motion.
• It wasn't cheap, but I don't regret splurging on an Amtrak bedroom.

I wasn't about to sacrifice comfort to save a few bucks. Not when booking the longest train ride in the US.

Most people use trains to get from one place to another. But in February, Amtrak's California Zephyr was my destination. I wanted to thoroughly enjoy the 53-hour journey from snowy Chicago to sunny Emeryville, California.

That's why I spent $2,200 on a bedroom accommodation, a private cabin with a full bathroom.

While I was excited to stay in the tiny, moving hotel room, I wondered whether I'd regret spending so much. In the end, I was sure I had made the right choice for such a long journey.

Here's a look inside the 50-square-foot bedroom.

My bedroom was on the second level of an Amtrak Superliner train.

The California Zephyr is an Amtrak Superliner — a two-story train with coach seating, bedrooms, roomettes (a private cabin that's about half the size of a bedroom), a dining car, and a lounge car. There are also larger, family-sized bedrooms and accessible bedrooms.

I'd ridden the California Zephyr a year earlier, but I took a shorter trip in a roomette. This was my first time riding the entire route from Chicago to California. It was also my first time booking a bedroom on an Amtrak Superliner.

The 50-square-foot enclosed space packed in two bunks, a couch, a single seat, and a full bathroom.

The couch folded out to form the bottom bunk, and the top bunk pulled down from the ceiling.

The Amtrak bedroom sleeps up to two passengers, though I traveled solo.

The booking also included some perks. Sleeper-car ticket holders get a first-class attendant, priority boarding, lounge access at some stations, and complimentary meals on board.

When I first boarded the train, there were no bunks in sight.

During the day, the lower bunk was set up as a couch, and the upper bunk was folded up. A single seat faced the couch with a pullout table in between.

There was a pullout table between the seats that I used for working and eating.

The table also had two foldout leaves for more space. I thought this was a smart space-saving hack.

There was also a narrow closet at the front of the room.

The closet had two hangers inside. I used it to store my coat, sweater, and winter boots.

The closet was across from a sink and vanity.

The sink and vanity had two power outlets and an overhead light. Although the cabinets were stocked with extra hand towels, tissues, and soap, there was still enough space for me to store my own toiletries. The paneled mirror made getting ready in the morning feel a tad luxurious.

On the other side of the vanity, a door led to a compact bathroom with a toilet and shower.

Only bedroom accommodations on Amtrak Superliner trains have private bathrooms.

Showering next to the toilet felt odd, but I couldn't deny that it was a clever use of a limited space. And I certainly preferred it over having just a toilet or just a shower.

To use the shower, I set the temperature first. Then I pressed a button to start the water. There was another button on the showerhead itself to turn the water on and off. On the wall above the toilet, I spotted shampoo, conditioner, and body wash.

There was a full-length mirror on the far end of the bedroom behind the single seat.

The mirror was not only useful for getting ready — it also made the tight space feel larger.

I used the shelf above the single seat to store my luggage.

When I changed my clothes each morning and evening, I pulled my suitcase down to the single seat. Passengers can also store their luggage in a shared space in the sleeper car, but I prefer to keep my stuff with me.

I found room controls on either side of the couch.

Both sets of controls had a reading light. One had a power outlet and a temperature dial, and the other had an attendant call button and lighting options.

Among these controls was a night setting for the lights.

The night setting was a dim blue light, which I thought added a dreamy glow to the space before bed.

When it was time for bed on night one, I selected the top bunk.

When I pulled the top bunk down from the ceiling, I found a ladder on the cot and attached it to the far side of the bunk. There were safety straps that I hooked onto the ceiling.

There was also a mattress topper, soft bedding, and pillows. I used a wall-mounted pouch to store a water bottle and my phone.

I liked sleeping on the top bunk — despite hitting my head on the low ceiling — because I could store my backpack and other belongings on the couch below, which kept the room neat. I got seven hours of sleep that first night.

I slept in the bottom bunk on the second night.

I pulled a lever beneath each couch cushion to form the lower bunk.

Although the room wasn't as tidy, since I didn't have as much space to store my belongings, I appreciated that the lower bunk was slightly larger than the top cot.

I also liked being right next to the window when I woke up in the morning. I got eight hours of sleep in this bunk.

After 53 hours on the California Zephyr, I decided the bedroom was worth the steep price point.

Unlike most overnight trains I've taken, the bedroom was comfortable enough to actually enjoy spending 53 hours in a confined space. I arrived in California feeling well-rested and squeaky clean.

I wouldn't splurge on a bedroom for just any long-distance Amtrak train. I think the smaller roomette is comfortable enough and worth saving money on shorter overnight journeys. But for rides that are more than 24 hours long, I'll book a bedroom every time.

• Meal options aboard Amtrak trains can be hit-or-miss.
• A dessert by a small Delaware bakery quickly became my favorite menu item while traveling.
• Frank & Louie's buttercake has an online cult following among Amtrak travelers.

I've spent thousands of dollars and hundreds of hours traveling on Amtrak, and, like anyone who travels regularly enough by train, I can tell you that the food isn't always particularly showstopping.

But one menu item during a recent long-distance trip wowed me more than some fine-dining desserts.

In fact, it made my nearly $1,000 first-class ticket worth it — and I'm far from the only one obsessed with the unique regional dessert.

I've traveled long-distance on Amtrak many times, and the food isn't always my highlight

Most of the time, I travel by coach, so I eat little else than whatever snacks I pack and maybe Amtrak's $5 hot dog that I find weirdly enjoyable aboard the train — perhaps the only time I would find a microwaved bun at all appetizing.

On the coach café, microwaved burgers and hot dogs offer a sufficient warm meal if you don't care for anything other than survival and perhaps the novelty of train dining.

On the other hand, the first-class dining car offers much better alternatives, though not particularly worth the $1,000 travel upgrade. While some routes offering flex dining allow passengers to buy a breakfast, lunch, or dinner pass for $20, $25, or $45, respectively, the upcharge isn't always worth it depending on travel plans.

The buttercake dessert on a recent trip changed my opinion on the train dining options

During a June trip from Washington, DC, to Chicago, while traveling in a first-class roomette, I enjoyed the better dining options in the first-class dining car.

After my lunch, the server asked whether I'd like to have dessert. The two options were a brownie and a buttercake. Having tried the brownie on a prior trip, I went with the buttercake, although I wasn't too sure what the name exactly described.

What arrived at my table was a warm, rich, gooey, very sweet, and buttery custard-filled shortcake. I was beyond wowed by it.

After a couple of delicious bites, I looked online to see if other riders felt as passionately about the dessert as I had.

They certainly did.

The dessert is only regionally available on certain routes and has an online cult following

As soon as I looked it up, I encountered an online cult following for the dessert, which is only offered on certain train routes and has limited availability off the tracks.

Frank & Louie's, the manufacturer of the buttercake, is a small family-run Italian bakery and retailer in Rehoboth Beach, Delaware. Apart from the train routes and a couple of locations in Delaware, the business also sells the buttercakes online, although they can only be ordered by the case. The minimum order you can place is 60 frozen buttercakes, which comes to $299 after shipping and handling.

In May, Amtrak posted an exciting, all-caps message to all buttercake lovers announcing the dessert would now be available aboard the Northeast Regional route. Online users report that the cake is usually available on routes like the California Zephyr, the Crescent, and the Empire Builder.

Aside from the many grams of sugar in the dessert, the buttercake competes in taste with some of the best fine-dining desserts I've tried.

Next time I travel on Amtrak, I might have to plan my route around finding this regional dessert again — or maybe just plan a trip to Delaware.

• Tesla Robotaxi expanded its service area in Houston on Monday by more than 200 square miles.
• Riders in the area reported issues with robotaxis taking longer-than-usual routes.
• In one test, a rider reported a 40-minute ride to travel two blocks in downtown Houston.

Users of Tesla Robotaxi are reporting routing issues with the autonomous ride-hailing provider as the company continues to expand its service area in Texas.

Tesla announced on Monday that it had significantly expanded the Houston geofence, a designated area where riders can hail a robotaxi, with boundary lines resembling the shape of a rocket — an apparent reference to Elon Musk's SpaceX. The two companies are exploring a potential merger through "special committees of independent directors," Musk has said.

"Houston, we have liftoff," an X post from the Tesla Robotaxi account said. "Bigger service area now live."

The new Houston service area represents an estimated additional 229 square miles, RobotaxiTracker, a third-party website that tracks autonomous-vehicle progress in the US, reported. The coverage area dwarfs that of Waymo's geofence in the same city, which only covers about 50 square miles.

Some users, however, are reporting that the robotaxi takes unusually long routes and that not every part of the new geofence is actually available.

Hy Luu, a content creator and Tesla enthusiast, posted footage on his Instagram showing his first ride in a Tesla Robotaxi, from his house to his office — about a 13-mile drive.

In the video, he said the car took about 25 minutes to arrive. He was picked up at 8 a.m. and dropped off at 9:23 a.m.

Luu told Business Insider that the commute in his Tesla Model 3, with Full Self-Driving (Supervised), typically takes about 45 minutes.

"I think most people would not use this service as it is now because of the wait times for the car coming and then the detours it takes," Luu told Business Insider.

A Tesla spokesperson did not respond to a request for comment.

In an X post on Tuesday, Ethan McKanna, founder of the RobotaxTracker site, also shared a screen recording of the Tesla Robotaxi app displaying "location not available" whenever a pin was dropped at random points within the geofence.

In other posts from McKanna, one route showed a three-hour walk to the pick-up point, while another ride showed a 40-minute trip to travel two blocks in downtown Houston.

"I get they were doing it so they could get the starship shape, but again this is another poor experience point," McKanna wrote of the recent expansion.

McKanna added in another thread that, aside from those issues, "the service feels really good in Houston," with reasonable wait times, a large service area, and a better ride experience than Waymo.

Routing issues are not unique to Tesla.

Business Insider previously reported that Alphabet's Waymo appeared to avoid certain roads to reach a destination despite faster options.

A robotaxi may exclude some routes to avoid certain roads, such as those with railroad tracks, or to avoid highways if the service has not yet been made available, although those reasons don't account for every routing choice.

In recent weeks, Tesla has been working to scale up its robotaxi service, following the deployment of its purpose-built, two-door Cybercab on public roads in September.

Data from the Texas Department of Motor Vehicles showed the company has registered about 200 Cybercabs in the past week. That's separate from cars that are actively deployed.

Luu said in an interview that robotaxis aren't as ubiquitous in Houston. He hasn't tried a Waymo yet.

"Houston's a lot bigger," he said. "People normally drive 25 miles to get anywhere, so it's definitely a lot longer commutes."

Several Americans are believed to have been injured in a high-speed train collision that killed at least 68 people in Spain on Wednesday when one train collided with another that had stopped on the tracks.

The crash took place in Spain's Castilla-La Mancha, with the regional government confirming the death toll and adding that another 58 people required medical treatment in hospitals. Several Americans are believed to have been hurt in the crash, according to the State Department.

Rescue workers continue to search in the wreckage for survivors and bodies, with witnesses describing a gruesome scene.

Wednesday's incident is the second high-speed rail crash Spain has suffered this year.

Spain’s rail system operator ADIF said the crash occurred Wednesday morning in the province of Toledo. Both trains were carrying hundreds of passengers, and were headed in the same direction on a route from Madrid to Seville.

CRASH INVOLVING SPEEDING TRAIN, MINIBUS IN BELGIUM LEAVES 4 DEAD INCLUDING 2 CHILDREN

One train, run by the state-owned RENFE company, ran into the tail of the other train owned by private company IRYO that had stopped, knocking two of its cars off the track. Those companies were the same ones involved in January's crash.

Esther Padilla, a spokesperson for the Castilla-La Mancha regional government, said 397 passengers were on the RENFE train and 147 passengers on the IRYO train.

Spanish Transport Minister Óscar Puente attributed the deadly train collision to what he described as an "inexplicable" decision by the country's central rail control center to allow a train to resume traveling after a safety system malfunctioned.

Puente said the train's engineers were not responsible for the collision.

According to Puente, a computer malfunction caused a safety system covering roughly 39 miles of track to stop working around 8:30 a.m.

The disruption forced trains in the affected area to stop, but the central control center subsequently authorized the RENFE train to resume traveling without speed restrictions, he said.

Just over 20 minutes later, the RENFE train collided with the stopped IRYO train.

Puente said the RENFE train should never have been cleared to resume traveling while a stop signal remained active on the line. At a minimum, he said, the train should have been instructed to proceed at a reduced speed.

Officials are still working to determine the train's speed at the time of the collision, but Puente said it may have been traveling at approximately 124 mph.

BYSTANDER VIDEO CAPTURES NORFOLK SOUTHERN TRAIN T-BONING SEPTIC TRUCK AT VIRGINIA RAILROAD CROSSING

David Gómez, a construction worker, was working with his brother and another colleague nearby when they heard the crash and ran to help, he told the newspaper El País.

"People were trying to get out through the windows…. We cut through some fences to access the area and treated people with the first-aid kits we had brought," until emergency services arrived, he said. "As I was trying to pull a young woman out, there was a piece of a leg."

Spanish Health Minister Mónica García said emergency workers were focusing on rescuing survivors and bodies from the two most damaged train cars. She said the injured are being sent to different hospitals in the area.

"It was a high-speed impact, so we are expecting this to be a tragedy," García said.

Spanish Prime Minister Pedro Sánchez visited the crash site and announced that his government would declare three days of national mourning.

"Today all of Spain is grieving," Sánchez said.

The prime minister also called for enhanced safety measures across the country's rail system following the second high-speed rail crash this year.

"It is unacceptable for a country like Spain to suffer two high-speed rail accidents in the same year," he said.

Passenger Ignacio Relaño was traveling on the RENFE train. He told state broadcaster TVE that the train had stopped momentarily on the line before it started again and then crashed into the IRYO.

"We all felt the train abruptly slowing down and then the impact," he said. "The car leaned to one side like it was about to tip over. I hit my nose, everything went flying, luggage, cellphones. Everything shook."

Another passenger recounted to Cadena Ser radio how she felt the train slam on the brakes and was thrown forward in her seat, breaking the small table in front of her. She said she saw body parts and trapped people covered in blood.

IRYO, an Italian-owned company, said in a statement that it has "activated its security protocols and is closely working with authorities."

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Spain’s King Felipe VI and Queen Letizia said in a short statement on X that they were following news of the accident.

"We are deeply saddened and concerned by the train accident in Urda (Toledo)," the royal couple said. "We share in the grief of the families and loved ones of those who lost their lives, and we send our heartfelt support to the injured and all those affected."

The Associated Press contributed to this report.

• United's CEO thinks Starlink is now the second-most important factor in customers' flight choices.
• Scott Kirby said some passengers are flying on regional airlines to guarantee Starlink access.
• United's speedy Starlink rollout is the airline's "biggest competitive advantage," Kirby said.

United Airlines CEO Scott Kirby believes passengers are more interested in Starlink than ticket prices when picking which airline to fly with.

"I think Starlink, behind the schedule, is the most important thing for customers to choose an airline now," Kirby told the "Cheeky Pint" podcast on Tuesday's episode.

United is leading the way in the US in installing Starlink, the high-speed WiFi service from Elon Musk's SpaceX. The airline was one of the first to sign up in 2024 and has since equipped almost half of its planes with Starlink.

While Starlink is on all United's regional airplanes — those operated under the United Express brand — it is on less than 3% of its wide-body jets that fly long-haul routes, according to the airline's tracking tool.

Some travelers are choosing flights on these smaller regional airplanes to ensure they can access Starlink, Kirby told "Cheeky Pint."

Kirby said that when passengers told him this, his reaction was: "Holy cow!"

He also recalled booking a recent flight and ensuring he wouldn't be in the air when the Milwaukee Brewers were playing, so he could watch the game on TV. "Whereas if I had known for certain that my flight was going to have Starlink, I would have booked it during the game," he added.

American Airlines has also made a deal with Starlink, but it is not due to begin installing the terminals until early next year. Delta Air Lines has instead signed up for Amazon Leo, a similar service due to launch in 2028, which has attracted considerable criticism from Musk.

Although Musk has called for Delta CEO Ed Bastian to be fired, Kirby disagreed. "He's not going to lose his job over it," he said.

However, United is trying to win over Delta customers who might want Starlink. This month, it ran a promotion offering to match travelers' loyalty status on Delta or American, advertising "the fastest WiFi in the sky."

Thousands of customers signed up within two weeks, United said, and status match applications were up 275% compared to before the campaign.

"We're going to get customers that have been loyal to other airlines that try us for Starlink and stay because the technology is better," Kirby told the podcast.

While he called Starlink "the biggest competitive advantage," he also said it won't last forever.

"Everybody eventually is going to have high-speed, low Earth orbit. It's going to be a must-have."

• Amtrak rolled out its newest fleet of trains in late September, called Airo.
• The new fleet launched in the Pacific Northwest, and 83 trainsets will roll out nationwide.
• I rode Airo in coach and loved the cleanliness and new luxuries, but it missed one rider must-have.

I've been a regular Amtrak passenger for about four years now, and often ride in the Pacific Northwest where the tracks run past green pastures, blue rivers, and no shortage of trees.

But as much as I love the scenery, the old Amtrak trains that travel it have always left me wanting more.

So when Amtrak announced it would release a new line of trainsets in late September, I booked a ticket immediately to experience the high-end difference it promises.

The new fleet, called Airo, is replacing Amtrak's existing Cascades trains. Amtrak plans to roll out 83 Airo trainsets nationwide, with additional Cascades sets entering service through early 2027.

While the $34 round-trip ticket and over 2 ½-hour travel time between Eugene, Oregon, and Portland were the same as usual, some new amenities stood out to me, but I found one key perk was missing.

Here's what the Amtrak Cascades Airo train was like.

I was stunned by how modern the train felt.

When I stepped aboard, I was taken aback by the modern design throughout the cabins. It's a stark contrast to the older trains previously used on the Cascades route.

There was plenty of light, which reflected off the sleek, gray walls, and the smell of new leather made the ride feel quite luxurious.

Riding in coach, I noticed ample storage and that some racks could be pushed up to make room for bike storage.

Also, the new Airo train had a "cab" car with dedicated storage. This helps keep aisles clear of rogue bags and carry-ons.

The seats were far more comfortable.

The seats on the new Airo trains are ergonomic, making my back feel way more supported during the nearly three-hour ride.

I didn't find myself switching around my sitting positions as much as I normally do, so I was able to get some peaceful shut-eye.

New amenities could be found throughout the cabin.

I did a double take when I saw that Elkay water bottle stations are on board. Compared to Amtrak's older trains, which have tiny water faucets, this was a major upgrade, particularly useful for long journeys.

The doors aboard the Airo train have touchless controls, including the bathroom doors, which helped make the train — and me — feel cleaner.

The food was good and affordable.

Amtrak said the Cascades Cafe menu was updated in June to include locally sourced products from across the Pacific Northwest. I opted for an Italian Grinder sandwich, a Twix chocolate bar, and a Sprite for a total of $14.50.

While I didn't notice much difference in the overall options or the sandwich's quality compared with prior trips, the food was good. I also liked the self-service refrigerators and grab-and-go options, which made the process quick and easy.

"We introduced the menu two months ahead of the Airo fleet launch to ensure operational readiness," an Amtrak spokesperson told Business Insider. "The Airo fleet features the refreshed menu along with self-service displays that make shopping and checkout easier, upgraded food preparation equipment to improve quality, and digital displays that showcase the full range of offerings."

There was no information on the train's location and arrival time.

My biggest source of discontent during my trip was not knowing where the train was en route or whether there were any delays.

While I can get this information from the app — and even that can be inaccurate — I had imagined that the Airo train would display its location and estimated arrival time on its screens, as many modern airplanes do.

This left me and other passengers toward the end of the trip wondering when exactly we would arrive at our final destination. We went old-school and asked a crew member instead.

The Amtrak spokesperson said the onboard screens, as well as audio announcements, tell customers when a train is approaching and arriving at a station, and what progress has been made between stops. They said that live arrival and location updates are an amenity it is exploring, but the trains don't have a real-time data connection needed for the capability.

I'm still happy with the new Amtrak trains.

My round-trip experience on Amtrak's new Airo train was largely pleasant. I felt much more comfortable aboard the Airo train than on Amtrak's older trains, thanks to the new ergonomic seating and cleanliness, but I wish Amtrak could display our arrival time better.

Though that amenity would be great, it's not keeping me from coming back.

• You know who has a cool job? Jonathan Mutch, who's a helicopter pilot in Antarctica.
• He lands on helipads made of ice and has to navigate rapidly changing weather conditions.
• Flightseeing is included in select Antarctic itineraries, which start at a whopping $20,000 a person.

Quark Expeditions helicopter pilot Jonathan Mutch is working his fifth season in Antarctica, flying high-paying tourists to some of the planet's most remote places.

Mutch told Business Insider that flying helicopters across the seventh continent is no easy feat.

It takes a team of pilots, flight engineers, mountain guides, and expedition leaders to run the operation safely. Quark says it has strict environmental parameters to avoid affecting wildlife.

He said that because Antarctic weather can be harsh and unpredictable, guests must have realistic and flexible expectations.

"It's a lot more complicated than it looks," Mutch said. "We'll start with a study of our maps and charts and previous experience with the weather, and we'll brief over the preceding days."

Helicopter flightseeing excursions are included in all Antarctic itineraries on the Ultramarine, the luxury vessel where Quark guests live during their voyage and where the helicopters take off and land.

Mutch said Quark prioritizes getting everybody a 15-minute flightseeing trip, followed by potential landings.

Pricing for the 2026-2027 season starts at about $20,000 per person and includes flightseeing, meals, housing, and other activities. Helicopter landings are $995 extra.

Deep-pocketed tourists can also pay $30,000 or more per person for a more helicopter-focused tour that includes landing near an Emperor penguin colony.

Helicopter flying is different in Antarctica

Mutch said Quark has two Airbus-made H145 helicopters, which are fitted with safety technology for polar operations, such as two redundant engines and an advanced autopilot.

The helicopters are stored and maintained in hangars atop the ship. Here, guests board and disembark, the aircraft are refueled between trips, and the crew plans flights.

Mutch said both helicopters are needed to prep the landing sites before taking passengers. Pilots and engineers ensure that things like lighting and recirculating snow won't affect safety or visibility.

Jake Morrison, senior director of expedition operations, told Business Insider that a flightseeing operation requires at least 13 employees, or 20 or more for ice landings.

Experienced mountain guides test the landing ice thickness and ensure the sites are safe for walking and void of crevasses.

"We won't get airborne if the experience is going to be lackluster or if there's any risk of leaving anybody out there," Mutch said. He added that Quark operates to the same standards as airlines and that the ships' crew will always track the helicopter's location.

Mutch said Quark pilots are trained beyond minimum standards, including twice a year in a flight simulator, and have a background in complicated flying.

"We'll put the aircraft into white-out conditions and test the pilots' decision-making," Mutch said, speaking about the simulator training. "We want guys who are not going to be too proud [that causes them] to push on and make mistakes."

There are environmental considerations

Flying carbon-emitting helicopters across Antarctica will impact the environment, but Quark said it does what it can to minimize its footprint.

Morisson said the H145 helicopters are more fuel-efficient and quieter than similar aircraft in their category.

Mutch said flightseeing tours are intended to show the landscape, so pilots will not fly within a mile of wildlife. The flight-following crew on the ship helps maintain distance.

When he performs Emperor penguin landings, Mutch said there is typically an iceberg between the birds and humans, so Quark guests are "virtually inaudible and invisible."

"The last thing we want to do is change the behavior of any wildlife or interact in any way with the wildlife down here, whether it be penguins, seals, sea birds, or whales," Mutch said. "We explain this to passengers when we board."

These are necessary considerations as Antarctic conservation is a hot topic. A record-breaking number of tourists visit the continent: About 120,000 people visited during the 2025-2026 season, up from about 100,000 the year before.

As ice levels decrease, wildlife is at risk of pollutants from ships, aircraft, and humans. A September 2026 study interviewed 25 former Antarctic tour guides who said they left the industry after facing a moral conflict between their jobs and their concerns about environmental and wildlife harm.

The International Association of Antarctica Tour Operators, an Antarctic advocacy group, responded, saying the points were valid and should be heard, but they may not represent the views of the over 6,600-person guiding community on Antarctica. IAATO added that tourism helps educate and advocate for conservation, and the agency tries to curb risks by limiting the number of people on the continent at any given time.

Visitors should have realistic expectations

The weather will determine whether a flight can operate safely, so there are some days when a tour is scheduled but cannot fly — meaning guests must prepare for uncertainty and possible disappointment.

It's easy to get frustrated considering the high cost of the tour, but that's the reality of flying in the polar south.

"We're quite conservative about when we fly, but we'd ideally want a blue-sky day," he said, adding the company completes an average of 200 flights per season. "We'd like to fly three or perhaps four times per trip, but it's really what the weather will allow us."

Most people do get the chance to fly over Antarctica, thanks to long itineraries and a variety of destination options.

The single-pilot flightseeing tours carry up to six passengers, with everyone getting a window seat. To optimize capacity, landings will carry up to nine, as prime seating is unnecessary.

"There's Fournier Bay on Anvers Island, an amphitheater of steep ice cliffs, and if we can get above the ridge, you can see up to 100 miles of the Antarctic Peninsula on a clear day," Mutch said, speaking about his favorite sites. "It's not unusual to have guests welling up, overwhelmed with emotion."

• Michael Bowen started his career in church work, which he found unfulfilling and lacking stability.
• Driven by a love for Disney and a desire for change, he decided to make the move to Florida at 44.
• After a hiatus due to personal reasons, he returned to his job as a Disney bus driver this year.

This as-told-to essay is based on a conversation with Michael Bowen, a 51-year-old Walt Disney World bus driver and Disney content creator behind the YouTube channel "Incognito Mouse." It has been edited for length and clarity.

Most of my adult life, I worked in the church. I went to university and Bible school to become a minister. I went into this line of work thinking it would make someone else happy, and didn't really think about what would make me happy.

At one point, I ended up working at a smaller church that could not pay a full-time salary, so to support myself, I got a part-time job as a school bus driver.

In 2017, I took a vacation to Florida and visited Disney World. I remember sitting there on the last day of my vacation, in the beautiful, warm sun, by the pool, with palm trees beside me, and dreading going back to the stormy weather in New Jersey.

I felt I had to make some kind of change, or I was going to sentence myself to a miserable life.

I realized I could work as a bus driver for Disney

I first visited Disney World in 2013. I had thought it was strange — a bunch of adults, no kids, going to Disney. Yet, even on that first trip, I thought, man, what could I do to work here? There's no Disney church.

By the second time I went in 2017, I had followed Disney a lot more and saw it wasn't just for children. Now, as a school bus driver, I thought, "Oh, they do have bus drivers, and that is a legitimate career. I could actually do that."

I love Disney, and my ex-wife did, too. As huge Disney fans, we thought, why not go live in the most magical place on Earth and work there?

In 2020, at 44, I first moved to Florida

I was living out of state when I applied to be a bus driver at Disney. It's very difficult to get into it. It took several months to get to the interview, and I needed a Florida driver's license before I could get the offer.

I moved to Florida in January of 2020. After I got my license, I was put on a waiting list until a bus driver position became available. It wasn't until February 15 that I finally got the call to start the role.

For the first time in my life, I had a really stable job with all the benefits that some smaller churches aren't necessarily able to give: paid time off, pensions, retirement, things like that.

In particular, I had health insurance for the first time in a long time, and I was really happy.

I was convinced I was going to drive for Disney for the rest of my life and retire there. But in May 2022, I chose to leave after experiencing a difficult separation and divorce. I remember when I was leaving, I got the offboarding email, and it was the most gut-wrenching feeling that I had ever had.

I moved to Oregon, but I always wanted to move back

I decided to move to Oregon. I drove a city bus and things like that, but I wasn't happy.

During that time, I met another woman, now my wife, who was a big Disney fan like me. I rebranded my YouTube channel from church content to Disney around 2019, and started posting about being a Disney cast member in 2020. We met through the YouTube channel and decided to move to Florida together in 2025.

As before, I had to wait almost a year for a job opening at Disney. In the meantime, I worked for a different company contracted to drive the buses for Universal Studios.

Finally, in April 2026, at 50, I returned to Disney as a bus driver.

It's not seen as the most prestigious job, but I love it

For me, being a Disney bus driver is wonderful, but I feel like it's not the most prestigious job. Often, when people ride the bus, it's seen as just a way to get to the park.

However, it has its special moments. Once, there was a little boy visiting with his parents who, as he was getting on the bus, showed me two little toy buses. His mother told me he loved the buses so much and was so excited to show them to me. Little things like this just make my day, seeing people so excited.

I can enjoy all the magic of Disney and go to the park whenever I want. So it's the best of both worlds.

Walt Disney said, "It's kind of fun to do the impossible." If you'd have told me that I was going to do something like this several years ago, I would have said, " There's no way — it's not possible. I'm too old. I don't have the finances. I don't know what I would do."

But life is too short. If you are not happy or you want to do something else, you have to make it happen.

• I upgraded my Delta flight from the US to Europe to business class for $900.
• The fully-cocooned suite was private, and I loved the amenity kit and lie-flat bed.
• I liked the breakfast, but the dinner left much to be desired.

I took my first trip to Italy this year and decided it was finally time to treat myself to international business class — something I've wanted to experience for years but my bank account wouldn't allow.

My roundtrip flight from Los Angeles to Rome cost 100,000 miles plus $75 in fees. It was going to be a long journey, though — three hours to Minneapolis, then another 10 to Rome — so I told myself I'd upgrade to Delta One if the opportunity came for less than $1,000.

Christmas came early: After checking Delta's website almost daily for months, I finally snagged a business-class seat on the second leg to Rome for $900. I squealed with glee and clicked "purchase" faster than you can say "buongiorno."

I have flown Delta One domestically before, but it was my first long-haul flight in Delta's highest-tier cabin, complete with a sliding door. This time, I wanted to find out whether the upgrade lived up to the hefty price tag attached to international premium.

I loved almost every minute — but the food left me wanting more. Here's why the upgrade was still worth the splurge.

I noticed the difference Delta One promised the moment I arrived at the airport.

Even though my first leg wasn't on Delta One, I was still able to access the exclusive check-in and Delta One lounge at Los Angeles International Airport.

It was exactly the luxury I was looking for. I didn't have to bring my own suitcase inside, as a dedicated handler took it out of my Uber and brought it to the counter for me.

After checking in, I was whisked to a private security line with only two people ahead of me. The entire experience took a grand total of two minutes.

The Delta One lounge was relaxing, but the Sky Club was crowded.

The Delta One lounge is reserved exclusively for Delta One passengers, so it's less crowded than Delta's more accessible Sky Club. The Delta One lounge is only available in Los Angeles, New York-JFK, Boston, and Seattle.

The one in Los Angeles is equipped with a range of amenities to enjoy before a long flight, including a full bar, plenty of food, an outdoor lounge, showers, and massage chairs. The chairs are a cool perk, but I didn't find them very soothing in practice; the ones in New York I like better.

There isn't a Delta One lounge in Minneapolis, but I could access the Delta Sky Club. This lounge was quite different — it was so crowded that I could barely find a seat, very loud, and the food options were limited. It wasn't the luxury I experienced before, so I left early for my gate.

The pod was like a mini hotel room.

The pod was very roomy, with the pièce de résistance being the lie-flat seat. Since I broke my ankle a decade ago, it's always better for me to be able to raise my legs on a long flight, and this was absolutely the way to go.

I appreciated that I could raise the lower portion of the seat while I was eating and then lower it fully into a bed when it was time to sleep.

The amenities mimicked a hotel, and the pre-flight service was top-tier: I enjoyed the small glass of Champagne served before takeoff, which was crisp, light, and refreshing.

The sliding door was game-changing.

After a full day of traveling, I was finally ready to experience the Delta One seat I'd meticulously scored — and it was nothing short of miraculous.

While this wasn't my first time in a Delta One seat, it was my first time in an individual pod with a door, thanks to the plane being one of Delta's newer Airbus A330-900neo aircraft (left photo). Its older Boeing 767s (right photo) and Boeing 757s I've flown on domestically don't have a door in Delta One.

The door was game-changing because it meant I could sleep without being bothered by the people around me. It just needs to be open for takeoff, landing, and meals, but otherwise, you can keep it closed.

The pod's amenities were top-tier.

Inside the pod were multiple amenities to get me through the flight, including a full bottle of water, charging ports, over-ear headphones, and a Missoni-branded pouch packed with flight essentials like comfy socks, an eye mask, hand cream, lip balm, a toothbrush and miniature Marvis toothpaste, and a pack of eye patches.

There was also a pouch with a pillow, comforter, and mattress pad to attach to the seat when it was time to sleep.

Speaking of sleep, wow, did I sleep.

I am a famously bad sleeper, but once I lay down in my pod and shut the door, it was lights out. I slept for a solid seven hours and woke up very rested and ready to experience my first day in Rome, which I know I wouldn't have been able to do in economy class.

For me, the opportunity to truly get a full night's rest, especially with a 17-hour travel day and nine-hour time difference, was game-changing.

There were plenty of TV and movie options.

I wasn't expecting to use the in-flight entertainment system much, since I wanted to spend the majority of my 10 hours asleep. But since the meal took a while to arrive, I watched Dreamgirls to pass the time.

The TV was large, built into the seat, and could be controlled either directly from the TV or via a remote. There were hundreds of movies and TV shows to choose from.

The inflight meal left me wanting more.

While I appreciated the opportunity to select my inflight meal a few days before takeoff, I wasn't overly impressed by any of the options. I chose the salmon, but it was dry and overcooked.

I did like the shrimp appetizer and the tomato bisque, but I didn't feel like I had enough to eat overall since the main course wasn't appetizing. To be honest, it was actually worse than the meal I got in Delta Comfort on the way back, which was surprising.

Additionally, due to significant turbulence, the service was delayed. I had selected the coursed-out option rather than having everything brought out at once, but the flight attendants couldn't do that safely. There's not much you can do about the weather.

However, a choose-your-own-adventure ice cream cart was brought out right after the meal, and I loved that. I went for vanilla ice cream with nuts and cherry compote, which was delightful.

The breakfast was much better.

Thankfully, the breakfast was much better and helped fill me up before I landed. I chose Belgian waffles, which came with a croissant and yogurt with granola and fruit, and gobbled up every single bite.

I landed and felt ready to go without needing any rest or recovery.

Even though I had been traveling for close to 20 hours by the time I reached my hotel in Rome, this experience actually left me feeling revived and rejuvenated. This was the first transatlantic flight I've taken where I didn't need to take a nap as soon as I arrived.

Since I was only in Rome for a day and a half, I was able to go out and explore right after I dropped off my bags and took a quick shower, and make it to my reservation at one of the World's 50 Best bars that evening.

Was it worth the $900 upgrade?

For me, absolutely. I know $900 isn't cheap, but since I originally used miles and this was the full cost of my flights to and from Rome, it was well worth it.

I had a dedicated check-in counter and security line, access to two lounges, meals (albeit some better than others), and a lie-flat seat in a pod with a closing door for a 10-hour flight.

I will say, though, that while I love Delta One, I wouldn't have paid the full price for this experience, which was about $4,000 one way — my fare limit for an experience like this taps out around $1,500.

I guess that means I'll stick to my upgrade strategy: meticulously checking for offers and crossing my fingers that another affordable one comes along.

Delta did not offer a comment.

• President Donald Trump flew on his new Air Force One for the first time on July 1.
• The VC-25B, a luxury jet valued at around $400 million, was gifted to the US by Qatar.
• The new Air Force One is bigger, faster, more fuel-efficient, and more luxurious than the old one.

Since his first term in the White House, President Donald Trump has displayed a model of a new Air Force One plane on his desk.

On July 1, his long-held vision became a reality when the aircraft the US accepted as a gift from Qatar, designated the VC-25B Bridge, flew as Air Force One for the first time.

Speaking to reporters before boarding the aircraft at Joint Base Andrews in Maryland, Trump called it the "best plane ever built."

He later landed in Medora, North Dakota, for the dedication of the Theodore Roosevelt Presidential Library.

Retrofitted with state-of-the-art protective measures and painted in his favored colors of red, white, and blue, the new presidential plane is bigger, faster, more fuel-efficient, and more luxurious than the outgoing VC-25A fleet, which has served presidents since the 1990s.

It has also been brought in and out of service amid operational mishaps and security concerns, such as when Trump secretly switched to a C-32A to fly back from Turkey in July due to threats from Iran, and when the VC-25B Bridge's emergency slide was accidentally deployed in September.

A senior administration official previously told Business Insider that the VC-25B Bridge is "the greatest presidential plane ever built," and added, "We maintain a consistent posture that ensures a safe, secure, and reliable capability for the President of the United States and routinely evolve the capability as required to maintain that posture."

An Air Force spokesperson told Business Insider, "We do not provide specific details on capabilities or provide comparisons between aircraft."

Here's how Trump's new VC-25B Bridge compares to the old VC-25A.

The old Air Force One was a customized Boeing 747-200B, designated VC-25A, that entered service under President George H.W. Bush.

The first VC-25A, known as SAM 28000, began serving as Air Force One in 1990, and is flying alongside the Qatari-donated plane.

The outgoing Air Force One, a second, identical VC-25A known as SAM 29000, entered service in 1991. It completed its final presidential flight in June 2026.

The VC-25A measures 231 feet and 10 inches long with a wingspan of 195 feet and 8 inches.

The new Air Force One is a customized Boeing 747-8i built in 2012 and previously used as a luxury transport by the Qatari royal family.

The VC-25B Bridge — so called because it is serving as an interim presidential aircraft before Boeing's customized VC-25Bs are delivered starting in 2028 — is larger than the VC-25A at about 250 feet long, with a wingspan of 224 feet and 5 inches.

The old Air Force One featured a light blue and white paint job resembling the design originally chosen by first lady Jacqueline Kennedy.

Jacqueline Kennedy chose the shades of blue and white for SAM 26000, a Boeing VC-137C that entered service in 1962 under President John F. Kennedy.

The first lady was also responsible for adding the words "United States of America" to the presidential plane.

An American flag was featured on the tail, with the stars facing forward per the US Flag Code.

Trump selected a red, white, and navy blue livery for the new Air Force One and a new waving American flag design on the tail.

The Air Force initially rejected the navy paint color Trump proposed during his first term for the forthcoming VC-25Bs, saying a thermal study found that the darker shade would require additional testing to avoid overheating issues. However, Trump got his preferred colors in his second term. He also reimagined the tail's flag design.

"As you know, we've always gone with a straight little noodle and I never loved that," Trump said of the tail's new waving flag design after touring the plane at Joint Base Andrews on June 19. "Now we have a wavy, beautiful flag. We're waving it proudly because our country is doing so well."

The old Air Force One jet had four General Electric CF6-80C2B1 jet engines, each with 56,700 pounds of thrust.

While traveling at 630 miles per hour, the VC-25A had a range of 7,800 miles without refueling.

The VC-25A is also capable of midair refueling.

The four GEnx-2B engines on the new Air Force One each feature 66,500 pounds of thrust and emit 16 tons less carbon dioxide per trip, the White House said.

The VC-25B Bridge can fly faster and farther than its predecessor, with a range of 8,900 miles at 660 miles per hour.

The VC-25B Bridge is not equipped for in-flight refueling. The forthcoming VC-25B planes that Boeing is building will also not be capable of aerial refueling to cut costs, Air and Space Forces Magazine reported.

The interiors of the old Air Force One largely remained the same through several administrations, with a few cosmetic changes.

Some furniture and decor had been updated under various presidents — for example, President Bill Clinton's Air Force One conference room featured tan leather chairs, while President Barack Obama opted for a darker chocolate brown. However, the plane's beige walls and wood paneling didn't change much throughout its 36 years of service.

Trump's new luxury jet is outfitted with gold light fixtures, reclining massage chairs, and gleaming surfaces throughout.

Trump called the new Air Force One "the world's most luxurious plane." It features a primary bedroom with an en-suite bathroom that includes a walk-in shower, as well as a common area with couches and private office spaces.

The press section is also outfitted with luxurious touches, including reclining massage chairs.

The old VC-25A planes cost $325 million each.

Boeing is building new, customized VC-25Bs to serve as Air Force One, but the $3.9 billion project — which has since increased to more than $5 billion — is behind schedule. The planes were initially scheduled for delivery in 2024, but the timeframe has been pushed to 2028, prompting Trump to seek his own means of acquiring a new presidential jet.

The original contract was fixed-price, so any additional costs must be absorbed by Boeing.

The new presidential jet was a gift from Qatar valued at around $400 million, but the cost of retrofitting it to serve as Air Force One remains classified.

Secretary of the Air Force Troy E. Meink told Congress in June 2025 that retrofitting the new Air Force One would cost less than $400 million, while some lawmakers expressed concerns that it could cost up to $1 billion in taxpayer funds.

In July 2025, The New York Times flagged a $934 million transfer of funds from a nuclear modernization budget to update aging ground-based weapons systems to a classified project, which it reported could be the new Air Force One, since the presidential plane is equipped to order nuclear strikes. The Air Force declined to comment.

• EasyJet announced a deal with Starlink on Monday.
• It means two of Europe's three major budget airlines have now signed up for Elon Musk's service.
• The move puts pressure on budget titan Ryanair after its CEO feuded with Musk over Starlink.

Elon Musk's Starlink has won its latest customer, a budget airline that could put pressure on one of the WiFi service's biggest critics.

EasyJet announced on Monday that the high-speed WiFi service would be deployed on its airplanes from the first half of next year. The British airline, which carries 100 million passengers a year, hopes to have Starlink installed across its 300-strong fleet by early 2028.

The deal means two of Europe's three biggest budget airlines have committed to Starlink.

Wizz Air, a Hungarian carrier that flies about 70 million passengers a year, signed up in June.

That leaves Ryanair, the continent's largest airline and the world's third-largest, as the only one of Europe's biggest budget carriers without the service.

Its CEO, Michael O'Leary, is well-known for being outspoken and took aim at Starlink earlier this year, leading to a spat with Musk.

"We don't think ‍our ⁠passengers are willing to pay for WiFi for an average ⁠one-hour flight," O'Leary told Reuters in January.

While Starlink is typically offered free to passengers, O'Leary also complained about increased fuel costs due to the aerodynamic drag of a Starlink terminal, installed on the top of airplanes.

Musk responded in an X post, arguing that Ryanair — which carries over 200 million passengers a year — would lose customers to airlines that do have internet access.

Over the next week, the two CEOs called each other idiots while Musk called for O'Leary to be fired and joked about purchasing the airline.

But Ryanair appeared to have the last laugh, using the publicity to launch a "Big 'Idiot' Sale" with 100,000 tickets starting at £16.99, or about $23.

The situation has some parallels with the US's Big Three airlines. While United Airlines has Starlink on almost half of its fleet and American Airlines is starting installations early next year, Delta Air Lines has instead tapped Amazon Leo, beginning in 2028.

This has led Musk to insult Delta's CEO, Ed Bastian, and call for his firing.

But American passengers are wealthier and more interested in premium offerings than their European counterparts. That trend has also prompted US budget airlines to offer comfier seats and package deals.

Adding free amenities for passengers is at odds with the typical no-frills budget-airline business model that relies on extra charges to turn a profit.

However, easyJet and Wizz may see Starlink as a way to gain an edge over Ryanair.

That may not last forever, though. In a January earnings call, O'Leary said, "I think as the WiFi technology improves over the next four or five years, we'll all be offering free WiFi access."

• It looks unassuming, but the Subaru Trailseeker is ridiculously fun to drive. And fast.
• Technically, Subaru classifies this car as a midsize SUV. (Sure, Jan.)
• It's the Subaru-iest of all the vehicles built in partnership with Toyota.

American parking lots are awash with a sea of sameness. There's just a bunch of basic SUVs and pickup trucks.

That makes the wagon-ish 2026 Subaru Trailseeker EV a real eye-catcher. Unlike the homogeneous crossovers rolling up to elementary school pickup lines today, it gets a stretched, long-roof profile and carries a Subaru badge. It looks like a proper successor to the Subaru wagons of yore, like the 2000s Outbacks and Legacys.

Technically, Subaru sees this differently. They classify the Trailseeker as an all-electric midsize SUV — and they do have a point with its 8.5 inches of ground clearance and easy-to-slide-into seats.

But, I mean, come on, look at this thing.

That's a wagon in my book.

I drove the Trailseeker's top Touring trim for about 450 miles to see if it was a worthy antidote to America's great car-design flattening. My tester — complete with premium blue paint, a panoramic glass roof, and radiant leg warmers in the front seat (yes, you read that right) — stickered at $48,400.

And it was pretty wild.

This wagon — sorry, SUV — can really move

I've driven around 80 cars in my career as an auto journalist: EVs, muscle cars, sports cars, big trucks, premium luxury vehicles, etc.

The Trailseeker easily makes my personal list of top 10 fastest vehicles. It can launch from standing to 60 mph in about 4.4 seconds and produces 375 horsepower.

Get behind the steering wheel of this family-wagon-shaped car, and you feel that power at all times. On my highway-dominant drive from New York City to the Washington, DC, area, it quickly dashed by slower traffic and 18-wheelers.

The speed doesn't come at the expense of efficiency or refinement, either.

The Trailseeker returned about 3.7 miles per kWh, giving the battery about 270 miles of juice. While it was whipping past cars on the New Jersey Turnpike, I could still hear back-seat passengers when they spoke.

And, speaking of the back seat, the Trailseeker's long body gives rear passengers an almost comical amount of legroom. Fold those seats down, and my panoramic-roof tester has up to 71.8 cubic feet of cargo space, in case you have to move some furniture around, too.

Its biggest red flag was charging.

I saw speeds peak around 127 kW, which is pretty middling in today's EV age. Subaru says the car can accept up to 150 kW.

Let's compare that to the much higher-priced (but similarly shaped) Lucid Gravity, which is considered America's fastest-charging EV. That one can accept up to 420 kW, adding up to 200 miles of range in under 12 minutes.

My initial fast-charge of the Trailseeker — a top-off kind of stop while I grabbed a coffee — took 21 minutes, charging the car from 49% to 77%.

Is it Subaru-y enough?

Subaru didn't build the Trailseeker alone.

It's the product of Subaru's expanding EV partnership with Toyota. The two companies now sell three closely related EV pairs: Subaru's Solterra, Uncharted, and Trailseeker correspond with Toyota's bZ, C-HR, and bZ Woodland. Next year, the companies are launching mechanically similar three-row EVs, too, with the Toyota Highlander and the Subaru Getaway.

The Trailseeker is easily the Subaru-iest of the bunch, and it's not just because of its wagon-y looks. It gets a dose of Subaru's adventure-seeking vibe, including standard Symmetrical All-Wheel Drive, X-Mode settings for snow and mud, roof rails, and a 3,500-pound towing capacity.

That outdoorsy tuning comes with a trade-off. The Trailseeker felt noticeably firm over broken pavement, especially at lower speeds.

A wagon comeback? Don't hold your breath.

You want a wagon now, right? Isn't this thing so cool?

Well, I'm teasing you. Good luck finding a Trailseeker.

Right now, Subaru has only a 9.7-day supply of the model in dealer lots, per CarGurus data shared with Business Insider. That's well under the industry average of about 70 days' worth of supply.

Kevin Roberts, CarGurus's director of economic and market intelligence, says the low supply isn't a product of high demand. In September, the automaker only sold 849 units, just 1.6% of all Subaru sales in America.

Rather, the low supply is part of an ongoing trend of automakers slowly shipping 2027 model-year vehicles to lots.

As the calendar turns, Roberts says there's little momentum for the wagon body type: "This segment has accounted for less than 1% of new car sales," he said, adding that "the traditional wagon has become increasingly rare in today's new car market."

So, no, the Trailseeker probably isn't about to resurrect the American station wagon.

That's a shame. After 450 miles in one, I'm increasingly convinced that good ones could win over American drivers.

• Being a mom can be challenging and expensive.
• Some have turned to apps like Uber and Lyft to make extra money — or as their main source of income.
• Fill out our survey if you're a mom who does gig work.

Uber and Lyft often talk about the flexibility of working as a driver on their apps.

That aspect of the gig has attracted moms, among other people who often want to earn money outside a 9-to-5 schedule. The job can be appealing to mothers who need to juggle school drop-offs, childcare, and other obligations of parenting.

Others, including single moms, say they feel stuck in ride-hailing work and end up having to drive for Uber or Lyft at set times anyway, depending on when the most passengers need rides.

With costs like childcare and college rising, Uber and Lyft offer some moms a way to make extra money — if they can earn enough on the apps and keep costs like gas and car maintenance under control.

Business Insider wants to speak with moms who drive for Uber, Lyft, or other ride-hailing apps. We want to hear about how you combine the gig with taking care of your kids, including both what's working and what isn't. Please fill out the survey below.

• Legacy carmakers continue to report slumping sales in China.
• Volvo is the latest. It's planning 2,500 global job cuts to save about $530 million.
• America is a problem, too. Tariffs, crushed EV incentives, and Polestar's exit also hurt.

China's merciless car market is taking a bite out of Volvo.

On Friday, the Swedish luxury automaker said revenue in China fell by almost 50% over the past year. The company said, like many legacy premium automakers, it's facing increasing "hypercompetition" from Chinese competitors.

Volvo plans to cut 2,500 jobs globally in response, it said, including roughly 2,000 in Sweden. That's part of an effort to slash costs by about $530 million.

"We continue to operate in a very tough environment with strong external challenges: de-globalisation, hypercompetition and climate change," CEO Håkan Samuelsson said in a statement.

It's the latest stark example of the increasing pressure on legacy automakers in China. Several big-name car companies — including Volkswagen, BMW, and Mercedes-Benz — have recently reported slowing sales from their Chinese dealerships.

Volvo is majority-owned by Geely Auto Group, a Chinese automaking conglomerate.

The company said the reductions will be made by a combination of ending consultant contracts, natural attrition, and targeted employee exit packages.

China is not Volvo's only problem. The company also said that US tariffs and the loss of Washington's consumer incentives for electrified cars squeezed margins. Volvo previously bet heavily on a rapid consumer transition to electric vehicles, aiming for an all-electric portfolio by 2030. It's since walked back that goal to include plug-in hybrid vehicles.

The automaker also said that Polestar — its EV offshoot that is exiting the US market — also posted losses.

Volvo's answer is to get more local: the automaker said it would introduce two fresh cars tailored specifically for the Chinese market by the middle of next year. Those cars will be developed in close collaboration with Geely and will include a Chinese tech stack and advanced driver-assist technologies "to make them fully competitive in China."

• Skytrax conducted a passenger satisfaction survey to determine the best airlines to fly first class.
• Air France was named the best airline to fly first class for its 38-square-foot La Première suite.
• Airlines across the industry are adding more premium offerings to attract higher-paying customers.

As airlines across the industry bolster their premium offerings to attract higher-paying passengers, first-class amenities are only getting more luxurious.

In some first-class cabins, travelers can enjoy private suites with double beds and food by Michelin-starred chefs. Other airlines offer spacious pods with multiple seating options and headrests with built-in speakers.

Between September 2025 and August 2026, travelers from over 100 nationalities filled out an airline passenger satisfaction survey conducted by Skytrax, an aviation rating company, to determine the best airlines to fly first class.

Here are the winning first-class carriers in Skytrax's 2026 World Airline Awards.

10. Qatar Airways

Qatar Airways made the top 10 of Skytrax's ranking with amenities such as an à la carte menu, Diptyque amenity kits, and loungewear from The White Company.

9. Qantas Airways

First-class travelers on Qantas can enjoy perks like armchair seating with in-seat massages and a self-service bar and lounge.

8. ANA (All Nippon Airways)

First class on ANA includes sliding doors, lie-flat seats, and lavish meals featuring items such as sashimi, wagyu beef, and miso soup.

7. Japan Airlines

First-class suites on Japan Airlines' Airbus A350-1000s come with double beds, headrests with built-in speakers, wardrobes, and 43-inch TVs.

6. Swiss International Air Lines

Swiss International Air Lines' first-class cabins include armchairs that transform into lie-flat beds, pajamas designed by Zimmerli of Switzerland, and Cuvée Louise Champagne from Maison Pommery.

5. Cathay Pacific Airways

Cathay Pacific's first-class suites feature luxuries like 600-thread-count sheets, BOSE noise-canceling headphones, and an extensive wine selection.

4. Emirates

In addition to flying in private suites, first-class passengers on Emirates' Airbus A380 fleet also have access to a shower and lounge.

3. Lufthansa

In a 2023 press release unveiling Lufthansa's new first-class suites, Lufthansa Airlines CEO Jens Ritter said that the design "conveys the feeling of privacy and individuality similar to a hotel room." Skytrax named Lufthansa the third-best airline to fly first-class.

2. Singapore Airlines

Singapore Airlines' first-class suites are spacious enough for a bed plus a reclining chair, and two suites can be combined into a double for two people. It's the runner-up in Skytrax's ranking of the best first-class airlines.

1. Air France

Skytrax named Air France, whose first-class cabins offer a nearly 38-square-foot La Première suite and food created by Michelin-starred chefs, the best airline for first-class travel.

• I booked two separate flight itineraries on different airlines for a family trip to Ireland.
• I realized this was a mistake after the first airline diverted, and the second left without us.
• The fix cost my family nearly $3,000 in new tickets and a day's worth of touring.

I'm a veteran traveler who has booked more long-haul flights than I can count. But earlier this year, I made a very expensive rookie mistake.

While planning a trip, I came across a deal I couldn't pass up: a $317 one-way flight on Icelandair to Ireland with a multi-day layover in Reykjavik. It was essentially a way to take a trip within a trip without paying extra airfare.

The catch? The flight departed from New York, not our home airport in Florida. I'd be in New York a few days early, but my family would need to fly up to meet me. Booking separate itineraries was far from ideal, but I figured a five-hour buffer would be enough.

It wasn't.

A storm in New York canceled my family's JetBlue flight from Florida, and their replacement flight then couldn't land and was diverted to Virginia. Their Icelandair flight to Europe was automatically canceled after they were marked as no-shows.

On the night we were supposed to fly together to Iceland, my family was stuck states away, and I was scrambling to find a solution.

With my family's original flight gone, we had to spend nearly $3,000 to get them back on track and navigate the complicated credit card trip insurance process. Here are 4 lessons I learned the hard way.

Booking separate itineraries comes with a pricey risk

Arriving in the city of your next flight at least 24 hours before may feel a bit extreme, but it's the minimum safety net you need.

Being already in the right location for your flight can be a huge weight off your shoulders. It also allows sufficient time for rebooking should something go wrong with your flight.

My last-minute whim to visit a few friends upstate turned out to be key. Those extra two nights in New York meant I was able to make the flight to Iceland. If I had booked my family of three on a flight the day before our long-haul flight, they would have made it too.

My family made it to New York the next morning and ended up taking a replacement flight to Iceland that evening, getting in about 24 hours later than originally planned. I bought two basic economy tickets for $734 each, and one standard economy ticket with extra baggage allowance for $1,105. In total, I spent $2,573 on new tickets.

The costly mistake made me realize that although an extra hotel night is an added expense and may mean using more PTO, it's a cheap investment compared to the cost of new international flights — and the cost of missed events — if things don't go to plan.

This is especially worth it if you have definite plans right after your arrival, such as a cruise or a concert.

Neither airline has to help in my scenario

When you book connecting flights on a single itinerary, the airline is responsible for getting you to your destination. If you miss that connection through no fault of your own, then the airline will put you on another available flight at no additional cost.

When you book flights separately, you're responsible for making each connection — or buying new tickets if you miss one. And generally, regardless of reason, the airline operating your next flight isn't obligated to accommodate you if you miss it because of a problem with your previous airline.

Our tickets to New York and Iceland were separate, so despite numerous calls to each airline, none were responsible for the missed connection. If you do miss a connection on a single booking, look up alternatives yourself and discuss them with the agent. It's not guaranteed, but they may be able to accommodate you on a partner airline at a more convenient time.

And remember, it's not the staff's fault for the disruption. You get more bees with honey.

I should have read the fine print

I didn't book the cheapest fare, but I didn't read the fine print either.

When things started to go wrong, I was shocked to see there was a $250 change fee per person on my original flight and no refunds. Changing the tickets would have cost nearly as much as the original flight, plus the fare difference.

At the time, it was uncertain when my family would actually arrive in New York and feasibly be able to catch the next flight to Iceland, so we didn't change the tickets. Missing the first flight on this stopover itinerary meant my family was marked a no-show and their onward leg to Dublin was canceled, which is standard airline policy.

While there were other ways to get to Iceland, there were few nonstop flights from Iceland to Ireland — a one-stop meant at least four extra hours of travel — so the best option was to book a new stopover ticket with Icelandair.

When I started booking the new tickets, I noticed that almost every fare class had punitive cancellation and change policies — and this time I was sure to be familiar with the terms of my booking.

I need to better understand my credit card's trip protections

Premium credit cards can have your back when flight plans go wrong, but they don't cover everything.

We used the Chase Sapphire Reserve for Business' trip cancellation and interruption protection for the original Icelandair tickets and were reimbursed $952. The coverage typically reimburses covered unused, prepaid expenses — but not the cost of buying new airline tickets.

Trip delay coverage doesn't either, but it can cover other expenses for covered trips. However, credit card policies vary — and this is where I went wrong.

We booked the flights to New York on an American Express Business Platinum Card but used a different card for the return flights. That meant the Amex trip-delay protection did not apply: its terms require the full round-trip fare to be charged to the eligible card.

I had split the flights across cards to preserve Chase's bag-delay protection, but I didn't realize I was giving up the Amex protection in the process, so the $103 spent on dinner after the diversion wasn't covered. For future trips, I'll use only one credit card with good travel protections for all my trip expenses to reduce complications.

Airlines may also provide some compensation for flight disruptions. In our case, my family was reimbursed for a hotel stay ($185) on the night they were diverted. When delayed, I always keep receipts of all my added expenses to submit to the appropriate parties.

Overall, although our vacation had a rocky start and cost more than we planned, we had a great trip and are glad we pushed through it.

Missing a flight always seems avoidable in hindsight, and some things are beyond anyone's control, but with a few precautions, we can travel more confidently. Next time, I'm booking the extra hotel night.