Gadling

As Florida gets pounded by rain for the third day straight, the 20 + inches of rain dropped on the sunshine state is starting to starting to have an effect on airport operations.

Flooding and generally soaked conditions near the Melbourne International Airport resulted in a slew of confused animals wandering through the grounds thinking that fields were wetland -- two gopher tortoises, four walking catfish, an alligator and a blue indigo snake so far, to be exact.

While doing routine checks at the airport, inspectors discovered the creatures and were forced to delay at least one Delta Airlines inbound aircraft as they cleared the tarmac. According to the airport's executive director, "The tortoises were moved to the airport's designated gopher tortoise relocation area [while] the walking catfish and snake were tossed back into a nearby pond. The gator wanted no part of the action and scampered back into a drainage ditch"

Ah, the Gopher Tortoise Relocation Area. Many a heady night have I spent in the GTRA (as we regulars call it), drunk, flipping over Tortoises and playing red rover with the locals. I miss the days of unbridled tortise racing, binge drinking and catfish baseball at the Melbourne Airport -- now all we have left is a small relocation area, a crate full of old photos and a vial full of unicorn tears to remember the past.

Gradual reductions to in-flight meals have finally reached the international market. It used to be that everyone on the aircraft got a meal, wherever where you were going or in what class you were. That slowly devolved to meals in first class on some long-haul flights (exception: Continental, where all meals in domestic are still free!).

Now, spurned by cost cutting measures across the industry, United Airlines has announced that they're discontinuing meal service on some of their international flights.

From Washington DC's Dulles airport, flights to Europe will now offer food for purchase instead of the standard "chicken or pasta" choices. Nine dollars will get you a salad or sandwich while six buys a snack box. I found no mention of warm food in this Bloomberg article.

To reiterate: they aren't even charging you $9 for the soggy chicken that you used to get.

As to whether the changes will be unrolled to the rest of the international legs, the airline is still not sure. They'll be taking input from passengers after this trial period to see how poorly it's received.

And poorly received it will be. On a three or even four hour flight across the country I can see how someone can gorge up on food beforehand and make it through the itinerary. But on a nine hour flight you need to eat at some point. And unless you brought a sack lunch you're going to be forced to pay whatever prices they're charging. Yes, they only take cash.

Take this opportunity to send a note to UA protesting the changes. There's still time to reverse the tide.

The FrugalTravelGuy, a man that spends far more time in airplanes and is a member of far more frequent flyer programs than myself, recently spent some time musing about airline miles and what they're now worth. With carriers making it more difficult to spend miles across the board, it's becoming an increasingly valid question -- nobody wants to get pinched out of their miles nor wants them to expire out from under them.

What Rick has done is taken a personal look at many of the airlines and ranked their quality as far as value of the current mile. Things like how many miles it takes to get status, book a ticket or redeem other goodies played into the equation and the results are fairly interesting.

His best value frequent flyer mile program? BMI's mileage program. Who? British Midland Airways is based in the UK and has limited long haul service into the United States. More importantly, they're also a member of Star Alliance, which means you can be a member of their program and earn miles flying domestically on United or US Airways.

Benefits of BMI's program include 58k top tier elite qualification (versus 75k for most domestic carriers), access to airport lounges and other generous earnings.

FrugalTravelGuy's top Domestic program? American Airlines' AAdvantage program. You can bore into the details in his article, but for now we'll round out his top domestic carriers list:

2. United
3. Continental
4. Deltwest
5. US Airways

Note, his list isn't compresensive across all carriers or nations and you do have to admit that he is one man compiling a lot of data so can be biased. But his arguments are largely on point and his reflections well thought out.

If you're interested in entering the mileage game or making your miles last, give the article a read.

It's one o'clock on Friday, you had a margarita at lunch and your boss already checked out to Long Island for the weekend -- it's about time you decided to get the heck out of dodge. But your flight is at 7:30, and even if you got out of work early you would still be sitting at LaGuardia for five hours waiting for your flight -- and that's no fun.

Solution? Fly standby.

The concept of standing by, or taking an earlier flight, on an itinerary has been around since the beginning of commercial aviation. The problem is that many people are afraid to try it. Whether this is because they're unfamiliar with the procedure or don't want to risk waiting at the airport for hours, few passengers are willing to throw their their hat in the ring and try to bounce onto a different flight.

The rewards, however, can be succulent. Imagine getting to your destination three hours early while the sun is still up, meandering over to dinner with friends and getting a few drinks before your original flight even landed. Or imagine spending that extra time throwing the Frisbee in the park before your colleagues have even left their desks at the office.

Worth a shot? We've put together a list of ten handy tips for standing by on your next flight. Take a look and start packing those bags!

• Know when the flights are. Take a look at your airline's website before you even start thinking about standing by to see if there are any earlier direct flights that are identical to yours. Note that you can't stand by on an itinerary with more legs -- like you can't standby from DTW-IND-LGA if your original flight was DTW-LGA, but you can standby on separate legs independently. So if your original itinerary is DTW-IND-LGA, you can standby on an earlier DTW-IND leg and either try to standby on an earlier IND-LGA leg or go out in Indianapolis for a long layover and a beer.

The all-business-class model for airline carriers has been a touchy subject over the last few months. With all but two of the airlines now out of business (OpenSkies and Singapore Airlines' select flights), many wonder if the original approach was a good idea.

Yet OpenSkies (EC, owned by British Airways) and Singapore Airlines (SQ) continue to press on -- and even expand. Earlier this month, OpenSkies announced that they would be adding service further into the European Union, while SQ just expanded their A340 service from Los Angeles into Singapore.

How can these carriers thrive in such tight times? How can they survive where so many others failed? Well, there's no doubt that the deep pockets of each carrier are helping ride out the storm of high oil prices. While Americans sort out their financial woes, each airline plans to build a product and loyal customer base, get the word out on their product as much as possible and fight for a place in the future market.

Things could be a little rough for OpenSkies. With the American economy suffering and the EU economy headed in the same direction, demand for business class seats is going to be dropping off pretty quick. Unfortunately, the worst may yet be to come.

According to Singapore Airlines, their business-class-only service has conversely enjoyed packed flights and thriving business.

The true gauge for each airline, regardless of their current situation, is long term sustainability independent of their parent airline or routes. If the routes fail to generate profit after a few years they will surely disappear, but perhaps if we're all lucky and the trend picks up, OpenSkies' and SQ's business-class-only flights will be here to stay.

Lately we've been reading tons of stories about unruly passengers getting intoxicated on aircraft, making a ruckus and causing flights to make emergency landings.

Whether they got tanked and tried to open the emergency exit mid-flight, drank too much in first class and ran around naked or struck a flight attendant with a bottle of vodka, drunken passengers have been all over the place this summer, and their unscheduled route changes are costing the airlines hoards of money.

Diverting an aircraft isn't as easy as finding the closest runway and pointing the aircraft in that direction. Depending on where you are in your journey, you may be severly overweight for landing -- with too much fuel in your tanks it takes a lot of work on the brakes to stop the aircraft -- and if you wear them too far or even get them too hot they need to be inspected or replaced. So unless it's an emergency, most airlines opt to either circle and burn up fuel or dump it into the atmosphere prior to landing, a measure that's both detrimental to costs and the environment.

Additionally, many airlines charge landing fees to put an aircraft down on their soil, regarldess or whether or not there is an emergency.

Crew work hours and rest also play into the picture when diverting. If a pilot or flight attendant goes over time while your flight is on the ground you can't take off with that person onboard.

Finally, the few hours on the ground affect the passengers and their connections at the destination. Should the aircraft get in three hours late, half of the connecting passengers missed their connection and need to be rebooked at the expense of the airline.

To get an idea of how much it costs to divert an aircraft, we asked our resident pilot, Kent Wien about what goes into the affair. He says:

"The diversion costs can be staggering when the crew runs out of duty time. So if they exceed their 8 hours of flying time that day (for a two man crew) or their 16 hour duty day (FAA regs, the individual airlines may have contracts the bring that number down) they're pumpkins. And then you have to find hotels and other means of transportation for the passengers.

I've been told it can cost $200,000 for a widebody to divert. But the best case scenario–land, pick up fuel, and depart immediately– would easily cost $10,000 in extra fuel burned."

To that end, many airlines who have been forced to divert recently are now starting to sue the passengers causing the divert to recoup their extra landing fees. Try to keep that in mind next time you get drunk before a flight -- it's better to pass out and drool all over yourself then get into a fight and smacked with a $10,000 bill from your airline.

Ah, the summer of oil is almost behind us. Looking at the fare charts right now, either there is a giant fare war going on or fall fares are starting to get loaded into the system. Either way, there are some pretty fantabulous fares on the market right now (take that, airline analysts!)

Much of the fare sales seem to be centered around Los Angeles and Salt Lake City, for some reason. So do you have a few minutes to take a look and see what's out there? Good, here's the easiest way to do it.

• Farecompare has a neat little tool that I've talked about before that lets you sort fares by Price and Price Per Mile (PPM). Go to this link, plug in your city, select "North America" and click Find Fares. .
• Sort those fares by either Price or PPM (a good metric in finding good prices for long flights), then scan down the list for city pairs that you like. Departing from Detroit, the second city I found was Los Angeles, for about 200$. Sounds good.
• Farecompare's availbility tool is kind of janky, so next, go to Travelocity, plug in the city pairs that you saw earlier and select "Flexible Search".
  
• The results should bring up something near the price that you found earlier. Click that link and Travelocity will bring up a dynamic calendar that shows you what dates are available.

Not finding the dates you want? Yeah, that's the problem with the cheapest fares -- often times they depart on Wednesdays or Tuesdays. But if you've got the time to plan far enough ahead or a few extra dollars you can work around most of these setbacks.

Happy travels!

One of the most sensitive places that airlines have been pandering for extra money in has been in their frequent flyer programs. We're well past the "I thought award tickets were supposed to be be free" argument in the airline circles -- at this point, many travelers are just in hand-on-the-forehead mode, waiting to see how high fees will go.

Award tickets have always incurred a few fees. Taxes, most obviously, are always tacked on top of "free tickets" because the airline has no control over their imposition. But recently, "fuel charges" have started to appear, ranging in prices from 25$ for domestic tickets well into the hundreds for international fares.

While booking fees for award tickets have been around on some airlines (not all of them) for a while now, Delta just decided to up the ante and take an extra gouge out of frequent flyer's pockets starting today:

• For Award Tickets issued 21 days or more before departure date, no fee is applied.
• For Award Tickets issued 8 to 20 days before departure date, a $75 fee is applied.
• For Award Tickets issued 4 to 7 days before departure date, a $100 fee is applied.
• For Award Tickets issued 3 days or less prior to departure date, a $150 fee is applied.
• The fee is waived for Award Tickets issued from a Platinum Medallion® members' account

For example, someone needs to fly to Milwaukee this Sunday from Atlanta because his or her mother is sick. Market price? 258$ Book an award ticket on Delta? "Free" plus 150$ in taxes. Net saved, 158$ 108$. You tell me if it was worth saving up that 25,000 miles.

The UK's British Airways, American Airlines and Spain's Iberia this morning announced that they would soon be cooperating on flights between North America and Europe while they would also start to collaborate and expand on other routes together in the Oneworld Alliance.

Are the airlines merging? No. But aren't they already all part of the Oneworld alliance? Yes, they are. What the airlines have agreed to is tighter collaboration among their operations. Ground operations, codeshares and mileage programs will be better integrated to ensure seamless operation among carriers (read: keep passengers hooked in the alliance), while costs and overlapping spending will be reduced.

It's important to note that the airlines will continue to operate independently, similar to the Continental and United collaboration announced earlier this year. What's not clear is whether they will be collaborating on pricing. As Virgin Atlantic, the main competition, sulks about the conglomerate having over 50% of the landing slots at Heathrow, many have noted the potential for monopolistic pricing among the new bedfellows.

So will prices actually go through the roof? Technically, less competition in the market suggests that prices may have the potential to rise -- but there are still plenty of carriers and entry points into the EU. American, British and Iberia may soon have a good handhold on Heathrow (Sorry, Virgin), but Amsterdam, Gatwick and Frankfurt are still wide open, so with a little bit of creative routing you don't have to call of your summer vacation.

Several Oneworld airlines are filing for antitrust immunity to get the ball rolling on the cooperation agreement -- should this get approved, expect to see small changes in operations over the course of the year.