US Extends Land Border Closure With Canada, Mexico Again

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By Eric Hanson

Foreign Bureau

The United States government announced land borders with Canada and Mexico would remain closed to non-essential travel until at least March 21.

According to Reuters.com, the 30-day extension was the first under President Joe Biden, who is working with his administration on potentially tightening requirements for crossing at U.S. land borders in North America.

Canadian Public Safety Minister Bill Blair also confirmed the extension of restrictions.

In January, officials in the U.S. started requiring that all international air travelers landing in America would need to provide a negative COVID-19 test results within three days of arrival.

President Biden is also working with government officials in Canada and Mexico “regarding public health protocols for land ports of entry.” The Biden administration is also conducted a similar review of sea travel and ports.

“The plan should implement Centers for Disease Control and Prevention (CDC) guidelines, consistent with applicable law, and take into account the operational considerations relevant to the different populations who enter the United States by land,” the White House told Reuters.

Last week, Alaska Airlines, American Airlines, Delta Air Lines, Hawaiian Airlines, JetBlue Airways, Southwest Airlines and United Airlines revealed they would collect contact tracing data and share it with the CDC as an additional layer of protection for the traveling public.

By Walter Sanchez

West Coast Bureau

I just checked the couch cushions and my daughter’s piggy-bank. Sadly, no, I don’t have $550,000 to spare.

But if I did, I would seriously consider buying a used Boeing 737-300 that’s sitting out in the California desert.

What AvGeek wouldn’t?

I mean, I’ve already purchased part of a retired Delta Air Lines DC-9.

Acquired by Southwest Airlines in 1996, this jet still has the famous beige-and-blue coach seats and Southwest “canyon blue” livery. What it doesn’t have: two engines.

A pair of engines can set you back a few million dollars, but this plane could still be considered “a deal.” Consider this: The list price for Boeing’s smallest 737 (the 737-700) is $89.1 million, though airlines typically negotiate steep discounts.

TPG couldn’t verify the legitimacy of the Facebook ad for this plane, but the jet with tail number N630WN has been at an aircraft storage facility in Victorville, California, since Aug. 15, 2017. So it seems like a real possibility that this bird is in need of a new home. 

Sure, it’s seen better days, but close your eyes for a minute and imagine all the possibilities — all the ways you could give this iconic plane a new dry lease on life:

• Keep the Southwest livery but only fly the plane to Northeastern cities.
• Rip out all the coach seats and replace them with couches and lie-flat beds, but still keep Southwest’s open-seating policy.
• Turn it into a restaurant but only serve peanuts and Wild Turkey bourbon.
• Make it a hotel or vacation rental. Kids can sleep in the overhead bins.
• Turn it into a really long bus and drive it between Dallas and Houston.
• Open the world’s first mid-air bowling alley.
• Cut it up and sell windows to AvGeeks and Instagram stars who are stuck at home but who want to pretend they’re flying.
• 
  

Of course, if you can afford this plane — plus a pair of new engines, the cost of jet fuel, maintenance, and airport parking and landing fees — you could find yourself with a cool new ride.

Unfortunately, my wife probably wouldn’t be too pleased with this impulse buy. 

So instead, I’m going to continue racking up frequent flyer miles for my next trip, skip this purchase and keep my marriage intact.

By Eric Hanson

Foreign Bureau

After months of doom and gloom, canceled flights, postponed trips and dashed hopes, the U.K. government has finally outlined the nation’s roadmap out of lockdown.

Though the path forward is cautious and restrictions are being loosened slowly, the country now has dates to work with. But given the uncertainty of the path forward, the government has maintained the right to push any of the dates back.

And for travel-starved Brits, the two most significant dates are as follows. From April 12 at the earliest, hospitality venues can serve people outdoors and self-contained accommodation, such as vacation rentals, can also reopen. Then, on May 17 at the earliest, indoor dining and pubs will be allowed to reopen, hotels and hostels will be allowed to reopen and international travel may be allowed to resume, but will be subject to conditions.

Inevitably, following Monday’s news, Brits went into a booking frenzy to release their pent-up travel demand.

EasyJet reported flight bookings were up 300% and holiday bookings were up 600% week-on-week, while TUI U.K. said summer bookings surged by 500% overnight, according to the Independent.

Sun-soaked destinations such as Greece, Spain and Turkey were the most-popular booked destinations.

Meanwhile, staycation and holiday home figures were also striking following Monday’s announcement. According to home rental site Host Unusual, it saw a rise of 127% in bookings since the announcement  — an increase of 86% since this time last year.

Founder Alex Wilson said that the searches are for late April and May and trending destinations include Norfolk, Cornwall, Devon, Suffolk and Dorset.

“Pent up demand and lockdown frustration is translating into searches for as soon as the restrictions are eased — people seem to be looking for a coastal break and treehouses, beach huts and glamping escapes are in high demand,” Wilson told TPG.

Similarly, HomeToGo said it saw an 83% increase in searches week-on-week for trips starting as early as May. And overall, searches for stays in the U.K. this summer are up by 188% compared to last year, with searches for stays in Cornwall seeing the biggest lift.

The site also revealed that cottages and detached holiday homes are the most-popular option, accounting for 78% of its accommodation bookings. It said longer bookings for 14 days or more are up by 56%.

“Based on our latest data, we saw a huge spike of travelers in the U.K. searching for holiday rentals the day of the announcement compared to the week prior and we expect searches and bookings to continue to rise in the days to come,” Caroline Burns, head of PR at HomeToGo, told TPG.

Whatever your preference, TPG advises you to book flights and lettings with a flexible cancellation or rebooking policy, as despite the positive news on Monday, rules are still subject to change at the last minute.

By Steven Danvers

West Coast Bureau

An engine failure on takeoff is one of the most challenging situations a pilot can face. The sudden asymmetry of thrust can cause the nose to lurch to one side, requiring immediate and instinctive reactions. If the engine has caught fire, alarm bells will be ringing (physically and metaphorically) and lights will be flashing. It’s the pilot’s job to block all these out and focus on the task at hand.

This weekend, United Airlines Flight 328 from Denver to Honolulu suffered an engine failure on takeoff. The starboard side engine appeared to have caught on fire, where it remained as such for at least several seconds before the cowling completely blew off. The aircraft landed safely, with no injuries reported. In the aftermath, more than 120 Boeing 777s around the world with the same Pratt & Whitney engines remain grounded while the plane manufacturer and U.S. FAA and NTSB undergo their investigations.

However alarming this may seem, this situation will not be alien to the pilot. 

The likelihood is that they have never experienced this for real before, but they will have seen it scores of times in the simulator. Every six months, pilots are put through their paces to ensure that they are up to speed with emergency procedures. The time in the simulator also to gives them the chance to practice these scenarios should they ever happen for real.

Contrary to popular belief, aircraft very rarely use full power during takeoff. Runways at most international airports such as London Heathrow and Los Angeles are nearly 2.5 miles long, which is more than enough for even the heaviest of aircraft to get airborne.

So why increase the strain on the engines when you can utilize the runway length by accelerating more slowly and still getting safely airborne by the end?

Manufacturers design the aircraft and engines to be able to get airborne using as little engine power as possible. This is known as a de-rated takeoff. Not only does save on engine wear, but it also reduces the noise experienced by those who live and work near the airport.

However, this creates a trade-off. Take off too far down the runway and you run the risk of going off the end should something unexpected happen. Take off too soon and you’re using more engine power than you need to, increasing engine wear and fuel burn.

A happy medium needs to be found between the two — a takeoff point which optimizes engine power whilst leaving enough runway to stop if the need arises.

On a twin-engine aircraft such as the 787 Dreamliner, the loss of power from one engine during the takeoff run is one of the more serious events that could happen. Although this is highly unlikely, we always plan for the worst possible scenario.

Should an engine fail just as the aircraft lifts off, the performance must still ensure that it reaches a height of 35 feet by the end of the runway on the power of the remaining engine. This is the key part of the takeoff performance.

Even though an aircraft can safely climb away from the runway on just one engine, should the failure happen whilst still on the ground, it would be preferable for the pilots to reject the takeoff and stop on the runway. However, there comes a point where there will not be enough runway remaining in which to stop safely. So how do we know where this point is?

Before every takeoff, the pilots must calculate the speeds, flap setting and engine power required to take off safely. This includes the engine failure scenario.

One of the speeds that are calculated is called V1 — “the maximum speed in the takeoff at which the pilot must take the first action to stop the airplane within the accelerate-stop distance.”

If an event occurs before the aircraft reaches the V1 speed, the pilots know that they are able to stop safely. Any events occurring after V1, the pilots must continue to get airborne. The decision to stop or go isn’t made in the heat of the moment — it’s a binary decision calculated at a time of low workload.

In order to understand how we control an engine failure on takeoff, it’s important to understand some key speeds. The values of V1, Vr and V2 are all calculated before each departure and determine how we fly the takeoff, either with both engines running normally or with an engine failure.

V1 is the speed at which the aircraft can both reject the takeoff, stoping safely on the runway and also at which it can continue to take off safely. To put this into more practical terms, the European Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) defines V1 as “the maximum speed during takeoff at which the pilot must take the first action to stop the aircraft.”

It is often referred to as the “takeoff decision speed” but this isn’t totally accurate. The actual decision to reject the takeoff must be made before V1 has been reached. This gives the pilot enough time to react and make the first action to reject the takeoff before the aircraft reaches the V1 speed.

If the decision to stop is made at V1, by the time the first action is taken to stop, the aircraft will be traveling in excess of the V1 speed, putting it at risk of going off the end of the runway. Seeing as some runways finish in the sea or with steep embankments, this is undesirable, to say the least.

The V1 for any departure will depend on a range of variables such as aircraft weight, runway length, air pressure, air temperature and wind speed and direction. It also varies with the runway condition. If a runway is dry, the stopping efficiency is much better than if the runway is wet or slippery. As a result, the V1 will be slower on a wet runway. This means there will be more runway remaining on which to stop when the V1 speed is reached.

If a problem occurs after V1, we must continue to get airborne. Even in the event of an engine failure, we can still climb away safely. The performance which we calculate before departure is based on this very event.

Vr is the speed at which we gently ease back on the control column and rotate the nose into the air. However, it is still not quite fast enough to fly. In the few seconds it takes to rotate the nose up toward the initial climb angle, the continued acceleration will take the speed to V2.

V2 is known as the takeoff safety speed, the speed at which the aircraft will climb safely in the event of an engine failure. As we’ll see later, flying at, or above, V2 is critical when flying the engine failure maneuver.

Following the definitions above, it is clear that V1 and Vr must always be less than V2. However, V1 can be less than or the same as Vr.

The most challenging time for an engine to fail is between V1 and V2. In this window, we are going too fast to abort the takeoff but too slow to fly safely. In some situations, like with a wet or slippery runway, the gap between V1 and Vr may be quite considerable. At high weights on a 787 Dreamliner, it could be around 30 mph.

This means that even if we know that an engine has failed or caught fire, we must ignore all the alarms going off and continue to Vr before taking the aircraft into the air.

There are a variety of reasons why an engine might fail so instead of immediately trying to identify the cause, we simply identify the fact that is has happened. Depending on the severity of the failure, this could be blindingly obvious or so subtle we barely notice.

The video below is a textbook example of how pilots deal with engine failure. After hitting a bird as they rotated, the engine began to surge. This would have been quite alarming for all those on board, with each bang no doubt accompanied by severe airframe vibration.

In the case of a severe and sudden failure, there could be a loud bang with the aircraft’s nose swinging in one direction or another. When there is a near-instantaneous loss of power on one side of the aircraft, the power from the remaining side causes the aircraft to swing in the opposite direction.

Our first action in this situation is to keep the nose straight by applying the correct rudder input with our feet. We are aiming to keep the aircraft straight and fly it through imaginary goal posts at the end of the runway.

If the nose swings left, we instinctively push our right foot forward, applying right-rudder, to regain the runway centerline. Conversely, if the nose swings right, we apply left rudder. Depending on the severity of the failure, we may have to apply full rudder or only a small amount — whatever it takes to keep the nose tracking straight. We then keep this rudder input until we are airborne.

The video below shows how the asymmetric thrust will cause the nose to swing to one side and how the rudder input by the pilot flying keeps the aircraft straight.

This is a basic flying skill, taught to cadet pilots during flight school on twin-engine propeller aircraft. Not only does it control the aircraft, but it also gives us a clue as to which engine has failed.

For those of you who have flown twin-engine prop aircraft, the phrase “right leg dead, right engine dead” will be well known. This means that the leg which is not doing anything (dead) is the same as the engine that has failed.

With the nose tracking down the runway, we must wait until the aircraft speed reaches Vr. This could be immediate or it could be several seconds later.

When the aircraft reaches Vr, the pilot flying the aircraft (PF) pulls back on the control column. The aim is to attain V2 by the time we are 35 feet above the ground.

However, with an engine failure, there is a difference to a normal takeoff.

The rotation of an airliner is normally around 2 to 3 degrees a second, reaching the 15 degrees nose-up altitudes in around five seconds. In the engine failure case, because of the reduced power, the aircraft will accelerate at a slower rate. If we rotate at the normal rate, there’s a good chance that we will get airborne before reaching V2 — a dangerous situation to be in.

If this were to happen, the only way to gain those extra few knots of airspeed is by pushing the nose down and reducing the rate of climb. Not something you want to be doing when you’re practically skimming treetops. As a result, it’s imperative that we rotate at a slower rate, around 1.5 to 2.5 degrees a second, giving the aircraft time to accelerate to V2. This results in a nose-up angle of around 12 to 13 degrees.

On the 787, the HUD (head-up display) plays a major part in enabling us to fly this critical maneuver accurately. As part of the display, a line called the TOGA reference line helps us fly the correct pitch (nose-up angle) on takeoff.

With TO/GA (takeoff/go-around) mode selected, the TO/GA reference line gives us a target to aim for which will achieve the optimum climb away from the runway.

In the case of an engine failure, flying this line accurately is key. As we rotate the aircraft at a slower rate, we aim to pitch the nose toward, but not above, the TO/GA reference line. If we pitch too high and point the nose above the line, the speed will reduce, possibly below V2.

If the speed starts to decay, the TO/GA reference line will drop, telling us to reduce the pitch of the nose.

With the rudder keeping us straight and the pitch angle flown accurately keeping the speed above V2, the aircraft will fly away from the ground, albeit at a very slow rate. With this climb established, the landing gear is raised, reducing drag and improving climb performance. It may take around 30 seconds or so to reach 200 feet, at which point the autopilot can be engaged.

By making maximum use of the automatics, it enables us to sit back and assess what has happened. Both pilots are then able to take a good look at the engine indications to start diagnosing which engine has failed. It may not be immediately obvious so careful analysis of the available data is critical in ensuring that we don’t shut down the wrong engine.

As the aircraft reaches 400 feet, if there has been severe damage or there is an engine fire, we can start to carry out the first of the checklists. As the PF continues to monitor the flight path of the aircraft like a hawk, the pilot monitoring (PM) shuts the engine down.

On the 787 this involves moving four switches or levers, all of which must be confirmed by the PF to ensure that we shut down the correct engine.

With the engine secured, we can then focus on continuing the climb and retracting the flaps before deciding our next course of action.

Whilst one of the more serious failures that could happen to an aircraft, an engine failure on takeoff is the one event which is practiced most by pilots. As a result, should this once in a lifetime event occur, the pilots will be well versed in what to do.

The key to a successful takeoff with engine failure is a slow rotation. After this, with the speed above V2, the aircraft will climb away from the ground. With the flight path of the aircraft secure, only then will the crew start to look at the engine problem and begin the process of shutting it down.

By Eric Hanson

Foreign Bureau

Virgin Hotels' Las Vegas casino-resort will officially open its doors on March 25.

The off-Strip property was originally slated to debut in January but postponed its opening due to the pandemic.

The Virgin Hotels Las Vegas complex will comprise three hotel towers with over 1,500 guestrooms, a 60,000-square-foot Mohegan Sun Casino operated by Mohegan Gaming & Entertainment, a five-acre pool area and event lawn, a theater with capacity for 4,500 and a dozen different food and beverage venues.

The Las Vegas opening comes amid a growth spurt for the Virgin Hotels brand, which is also planning to launch both the Virgin Hotels New Orleans and the Virgin Hotels New York City later this year as well as properties in Edinburgh, Scotland and Miami in 2022 and 2023, respectively.

The Virgin Hotels portfolio currently includes outposts in Chicago, Dallas and Nashville.

By Bruce Rigsby

West Coast Bureau

Since the world turned upside down, planning a vacation to Hawaii has proven to be a challenge.

For months, the only way to enter Hawaii was with a mandatory 14-day quarantine. Then, a reopening date with an option to test before travel to avoid the quarantine became a moving target as the islands battled a COVID-19 surge and the U.S. as a whole dealt with a lack of reliable, rapid testing.

The different islands began to introduce their own policies about reopening. But Hawaii finally introduced a pre-travel testing option in mid-October. By December, the quarantine period in Hawaii for travelers who did not use the pre-arrival testing option was reduced from 14 to 10 days, following the adjusted CDC guidance on the acceptable length of quarantine.

It’s a lot of information to keep track of — and it changes often. So, here’s the latest information about traveling to the Aloha State right now and what you need to prepare for a successful trip.

The rules for entering Hawaii without a quarantine period have been a moving target.

While tens of thousands of travelers have successfully arrived in Hawaii without quarantine, some came with the wrong test, especially early in the pre-travel testing process. An additional layer of complexity was added in late November when travelers were told they needed to have the correct test results in hand before departure.

Then, also in late November, Kauai opted out of the state’s pre-travel testing program altogether. Kauai then ended its 10-day quarantine requirement for all international and inter-island travelers in early January. Some healthcare providers, like Quest Diagnostics, opted out of Hawaii’s testing program. And CVS said travelers to Hawaii “should make other testing plans.”

But it’s not all bad news for people who are traveling to Hawaii.

Hawaii reopened to U.S. travelers on Oct. 15. International travelers from CDC-prohibited countries are still banned from entering Hawaii. However, travelers from Japan have a pre-travel testing option via approved testing providers that went into effect on Nov. 6, 2020. Travelers from Canada are also eligible for this program.

The state’s pre-travel testing program requires all visitors to take a nucleic acid amplification test, such as a PCR test, from an approved testing partner within 72 hours and obtain results before departure to Hawaii. That’s the only way to bypass the state’s mandatory 10-day quarantine.

Additionally, some transpacific travelers participating in the Safe Travels program will be randomly selected to take a COVID-19 test upon arrival. The tests, which are administered by the state, will be given to approximately 25% of the passengers at all three airports at no cost to travelers.

Travelers to the Big Island who participate in the state’s pre-arrival testing program to avoid a mandatory 10-day quarantine will still have to take a second, free rapid antigen test at the airport upon arrival. A second negative result will allow the traveler to bypass mandatory self-isolation.

Currently, only the Big Island requires a second test upon arrival to avoid quarantine.

Kauai is no longer opting out of the pre-travel testing initiative.

As of Jan. 5, the island ended its 10-day quarantine requirement for all international and inter-island travelers, allowing those who have been in Hawaii for more than 72 hours (three days) to take another test from an approved testing partner and skip the remainder of the quarantine. This is in addition to the test required before departure to Hawaii.

Maui has a voluntary test that is offered for free three days after arrival on the island. If you’re headed to Maui, you will also be required to participate in mandatory contact tracing by downloading an app on your phone.

Also, travelers who fly to Maui from another county can bypass quarantine by submitting a negative PCR test result. Those who do take this voluntary second test are eligible for a discount card.

A second test is not required for travelers to Oahu.

If you decide to travel to Hawaii, you’ll need to register with Hawaii’s Safe Travels system. It would help if you did this at least 72 hours before arrival, as it will speed up your exit from the airport since you’ll be asked to show your registration confirmation page.

Additionally, travelers arriving in Hawaii will have their temperatures checked upon arrival and must fill out a travel and health form. Travelers who don’t have proof of an approved negative test must quarantine for 10 days.

U.S. travelers must complete the following steps before entering Hawaii’s participating islands:

• All U.S. travelers 18 and older must register through the mandatory Hawaii Safe Travels online program.
• Within 72 hours of departure time, each traveler 5 or older must undergo an approved COVID-19 test with negative results through Hawaii’s trusted testing and travel partners.
• The negative test result must be in hand when boarding your final flight leg to Hawaii.
• 24 hours before departure, complete the health questionnaire on your Safe Travels account.
• Comply with all social distancing and mask requirements during travel, including in flight.
• All incoming Hawaii travelers must pass thermal temperature checks and facial-imaging technology upon arrival.
• Produce the Safe Travels QR code for local officials upon arrival in Hawaii.

Hawaii’s current mandatory 10-day self-quarantine remains in effect for anyone who does not follow the pre-travel testing requirements. And this isn’t a destination where you can roam freely at your property of choice.

“Hawaii is our home,” said Jeff Helfrick, vice president of airport operations at Hawaiian Airlines. “So it’s important not only that we take care of our island home, but also that we do it right.”

Beyond resort bubble programs that grant a tiny bit more freedom, travelers not cleared via the pre-travel program are not allowed to leave their personal quarantine space, such as a hotel room, unless they seek medical care.

All public spaces, including any on-site resort pool, fitness center or restaurant, are off-limits during this period, which means delivery and room service only. Visitors are also not allowed unless this person is a health care professional specifically checking on your health.

Anyone who intentionally or knowingly breaks quarantine can be convicted of a misdemeanor — and tourists have been arrested for breaking quarantine.

People island-hopping to Maui now have the ability to participate in pre-travel testing done at an approved partner up to 72 hours before travel and avoid the 10-day quarantine.

If you have a layover in Honolulu (HNL), then the negative test result you took to enter Hawaii before travel is valid through to your final destination. However, if your break in Honolulu is more than a layover, you are subject to new inter-island testing or quarantine requirements.

Multiple airlines, including United, Hawaiian, Alaska and American, have developed a testing system available to travelers flying to Hawaii from certain hub airports or via an at-home kit.

Alaska Airlines partners with a variety of providers, including Carbon Health and Costco (home saliva-based test). At Carbon, Alaska passengers can be tested from 9 a.m. to 7 p.m. PST. Test results will be ready by the next business day (some results within two hours) at a discounted cost of $135 to $170.

More information, including how to schedule an appointment, is available at alaskaair.com/hawaii-bound.

Alaska Airlines passengers bound for Hawaii will no longer have to be checked upon arrival in Hawaii. Instead, those formalities will be done at departure. The gate agent will verify that your Safe Travel profile is updated and give you a wristband which will entitle you to skip airport arrival screening in Hawaii.

Note that your lodging and car rental company may still need to verify the QR code from your Safe Travels profile.

More information about the Hawaii Pre-Clear program can be found here.

If you’re flying on American Airlines from Dallas-Fort Worth (DFW) to Honolulu (HNL) or Maui (OGG), you’re eligible to take a $129 at-home nasal PCR test administered by LetsGetChecked, an in-person test at a CareNow urgent care location or a preflight rapid test at DFW administered by CareNow.

More information about testing with American can be found here.

Hawaiian Airlines partners with Worksite Labs to provide drive-through COVID-19 PCR testing in select cities, including Las Vegas, Los Angeles, Seattle and San Francisco.

Worksite Labs will offer the Droplet Digital PCR shallow nasal swab test for $90, with results within 36 hours. Passengers on Hawaiian can also order a mail-in PCR saliva test online through Vault Health for $119.

More information about testing with Hawaiian Airlines can be found here.

Travelers flying on United Airlines to Hawaii can arrange for a mail-in PCR COVID-19 test. Travelers will receive results 24 to 48 hours prior to travel, and the cost is $119.

United offers Hawaii-bound passengers rapid testing at San Francisco International with results in 15 to 30 minutes for $250. Another option for those in San Francisco is drive-up testing administered by Color at a testing facility located at the United technical operations facility parking lot. Results are provided within 48 hours for $105.

Those departing Denver (DEN) and Newark (EWR) to Hawaii on United can also do testing at those airports for $200 per person.

More information about testing with United can be found here.

As part of the governor’s latest announcement about travelers from Canada being eligible to avoid quarantine if test results are provided before departure, two Canadian airlines have agreed to help facilitate:

“Air Canada and WestJet will be identifying testing entities in Canada, with the Hawaii State Department of Health’s approval, for purposes of the pre-testing program. Canadian residents should look to these Canadian-based carriers for the testing options in their country.”

There’s no question that Hawaii is a beautiful destination perfect for outdoor exploration. But, as we have already seen, things can change quickly for an island in the middle of the ocean with finite hospital capacity.

Recently, TPG had a reporter visit Hawaii, and she documented what it was like to visit a reopened Hawaii.

“Hawaii has spent a lot of time and effort in preparing facilities, hotels, [and] restaurants … and while it probably won’t feel exactly the same, it’ll feel enough the same so that people will continue to love Hawaii and continue to make it a great vacation destination,” said Jeff Helfrick of Hawaiian Airlines.

The state has a limited number of pre-travel testing providers, and some of the providers will not test children under 12, so do your research if you are traveling with children 5 or older who are required to test to avoid quarantine.

Hundreds of thousands of would-be visitors have delayed or canceled trips to Hawaii during the pandemic.

Now, many travelers can enter Hawaii, except Kauai, without quarantine as long as they can follow the testing procedures and present eligible negative results before departure.

If your family plans to join the thousands of visitors again entering Hawaii each day without quarantine, be sure to triple-check all documents, deadlines, test requirements and timelines leading up to your trip. It also won’t hurt to familiarize yourself with airline, hotel and other travel cancellation policies if something doesn’t go as planned.

By Judith Albertson

West Coast Bureau

TSA says violators of the Biden administration’s new public transportation mask mandate could be issued penalties of between $250 and $1,500 for refusing to comply.

Rules and regulations are arguably ineffective without consequences. Now, there are some very real consequences for violating a federal order requiring masks in all transportation hubs and public modes of transportation—those who don’t comply with the order could face a fine of up to $1,500, according to TSA.

The CDC now requires that people wear masks while in or on airplanes, ships, ferries, trains, subways, buses, taxis, rideshares, airports, seaports, and train, bus, and subway stations. The order makes official a mask mandate that was signed by President Joe Biden on January 21.

But what may really make it hit home is that now TSA can issue financial penalties to those who refuse to wear a mask, ranging from $250 for a first offense up to $1,500 for repeat offenders. In some cases, TSA could even seek a fine beyond $1,500 “based on substantial aggravating or mitigating factors,” according to the agency (which didn’t elaborate on said aggravating or mitigating factors).

The executive order on Promoting COVID-19 Safety in Domestic and International Travel makes it obligatory to wear a mask while traveling through the country’s airports and on airplanes, trains, and public transportation. TSA said it will require individuals to wear a mask at TSA checkpoints and throughout commercial and public transportation systems until May 11, 2021. Passengers without a mask may also be denied entry, boarding, or continued transport, the agency stated.

Masks must be worn over the mouth and nose, according to the CDC order. For those wearing cloth masks, the masks “should be made with two or more layers of a breathable fabric that is tightly woven (i.e., fabrics that do not let light pass through when held up to a light source)”—that goes for gaiters, too, which should have two layers of fabric or be folded into two layers, according to the agency. Medical masks, such as surgical or N95 respirator masks, also pass muster.

Masks that don’t qualify as proper face coverings include face shields, scarves, ski masks, balaclavas, bandanas, turtleneck collars pulled up over the mouth and nose, and masks containing slits, valves, or punctures.

Children under the age of two, as well as those with a disability that prohibits them from wearing a mask, are exempt. Masks can be briefly removed while eating, drinking, or taking medication; to verify someone’s identity such as during TSA screenings; and when oxygen masks are required on an aircraft.

By Cedric Johnson

West Coast Bureau

American Airlines announced it would start aligning its baggage allowance policies to offer travelers a more consistent and transparent booking experience.

As part of the changes that went into effect Tuesday, Premium Economy tickets will now include two free checked bags on all routes where American provides the enhanced travel experience.

Main Cabin tickets on all long-haul international routes will now include one free checked bag.

American is also introducing a new Basic Economy Plus Bag ticket—which provides a low non-changeable fare with a free checked bag—for flights to Asia, Oceania, India and Israel.

“We want to make American the easiest airline to do business with,” American Chief Revenue Officer Vasu Raja said. “To accomplish this, we are creating transparent fare products and policies that are consistent across our global network so customers can clearly choose their experience when they travel with us.”

For travel agencies that use new distribution capability (NDC), the airline will offer new packaged fares and corporate experiences, including certain seats, bags and privileges together at the time of booking.

American also announced in partnership with Amadeus that they've renewed their content distribution agreement, continuing to make the airline's flights and services available to Amadeus-powered travel agencies and corporations around the world via the Amadeus Travel Platform.