In recent years, the way drivers interact with cars has fundamentally changed. Physical buttons have gradually disappeared from dashboards as more functions have been transferred to touchscreens.

Touchscreens in vehicle dashboards date back to the 1980s. But modern cars consolidate functions into these systems far beyond what we’ve seen before, to the point where a car feels mostly like a computer.

This may create the impression of a modern, technologically advanced vehicle. However, scientific evidence increasingly points to touchscreens compromising our safety.

In fact, ANCAP Safety, the independent car safety assessment program for Australia and New Zealand, has announced that from 2026 it will ask car manufacturers to “bring back buttons” for important driver controls, including headlights and windscreen wipers. Similar moves are underway in Europe.

ANCAP Safety will explicitly assess how vehicle design supports safe driving, and not just how well occupants are protected in the event of a crash – which means calling time on touchscreens that control everything in your car.

What human factors research says about distraction

Decades of road-safety research show human error plays a role in the vast majority of crashes. And the design of in-vehicle interfaces can contribute to how often drivers make safety errors.

Errors behind the wheel are often linked to driver distraction. But what exactly constitutes distraction, and how does it occur?

In human factors research, distraction is typically classified as visual, manual, cognitive, or a combination of these. A distracting event or stimulus may take the driver’s eyes off the road, their hands off the wheel, their mind off the driving task – or all three.

This is why texting while driving is considered particularly dangerous: it uses our visual, manual and cognitive resources at the same time. The more types of attention a task demands, the greater the level of distraction it creates.

Interactions with touchscreen menus can, in theory, produce comparable effects to texting. Adjusting a vehicle’s temperature using a sliding bar on a screen makes the driver divert visual attention from the road and allocate cognitive resources to the task.

By contrast, a physical knob allows the same adjustment to be made with minimal or no visual input. Tactile feedback and muscle memory compensate for the lack of visual information and let you complete the task while keeping eyes on the road.

How distracting are touchscreen features, really?

Perhaps the clearest and most accessible evidence to date comes from a 2020 UK study conducted by TRL, an independent transport research company.

Drivers completed simulated motorway drives while performing common in-car tasks. These included selecting music or navigating menus using touchscreen systems such as Apple CarPlay and Android Auto.

Performance was compared against baseline driving with no secondary task, as well as voice-based interaction.

When drivers interacted with touchscreens, their reaction times increased markedly.

At motorway speeds, this delay in reaction time corresponds to a measurable increase in stopping distance, meaning a driver would travel several additional car lengths before responding to a hazard.

Lane keeping and overall driving performance deteriorated too as a result of interaction with touchscreens.

The most striking aspect of this study is that touchscreen interaction was as distracting and, in some cases, even more distracting than texting while driving or having a handheld phone call.

Drivers don’t even like touchscreens

Concerns about touchscreen-heavy design are not limited to lab studies. They have also shown up clearly in overseas consumer surveys.

Data from a recent survey of 92,000 US buyers indicate that infotainment systems – the official term for that touchscreen in the centre of the dashboard – remain the most problematic feature in new cars.

The survey shows infotainment systems lead to more complaints in the first 90 days of ownership than any other vehicle system.

Most complaints relate to usability. Drivers report frustration with basic controls that have been moved to touchscreens – such as lights, windshield wipers, temperature – and now require multiple steps and visual attention to operate while driving.

Could voice recognition be the solution?

Voice recognition is often presented as a safer alternative to touchscreens because it removes the need to look away from the road. But evidence suggests it’s not completely risk free either.

A large meta-analysis of experimental studies examined how drivers perform while using in-vehicle and smartphone voice-recognition systems, combining results from 43 different studies.

Across the evidence base, voice interaction worsens driving performance compared with driving without any secondary task. It increases reaction times and negatively influences lane keeping and hazard detection.

When voice systems are compared with visual-manual systems, performance is slightly better with voice control. But even though voice recognition is less distracting than touchscreens, it’s still measurably more distracting compared to baseline driving where drivers don’t need to interact with any menus or change settings.

The comeback of buttons

The evidence is clear: controls we frequently use while driving – temperature, fan speed, windscreen demisting, volume and many others – should remain tactile.

The driver shouldn’t have to divert their visual attention from the road to control these. It’s especially problematic when such controls are buried in layered menus, so you need to tap several times just to find the function you want to change.

Touchscreens are better suited to secondary functions and settings typically adjusted before driving, such as navigation setup, media selection, and vehicle customisation.

The good news is the evidence is being translated into car safety assessment programs. From this year, ANCAP Safety and its counterpart in the European Union, Euro NCAP, will require physical controls for certain features to award the highest safety rating for new vehicles.

It’s up to manufacturers to decide whether to comply. However, some car makers, such as Volkswagen and Hyundai, have already been responding to these requirements and to pressure from consumers to bring the buttons back.

Milad Haghani, Associate Professor and Principal Fellow in Urban Risk and Resilience, The University of Melbourne

This article is republished from The Conversation under a Creative Commons license. Read the original article.

You arrive at the airport in plenty of time to check in. You reach the departure gate early. You board, walking down to your seat – and that’s when you discover the overhead lockers are already full.

Too much carry-on baggage can significantly delay departures, as cabin crew try to squeeze everything in – or send bags down to the hold.

As a former pilot turned aviation safety researcher, clearer rules for carry-on baggage are welcome, not least because too much cabin baggage is a real safety concern.

But as more airlines set carry-on limits, why are there different baggage rules for different airlines?

New rules for carry-on in Australia and beyond

From Monday February 2 2026, Virgin Australia will change their carry-on baggage policy for domestic flights.

Economy passengers will be limited to one standard-sized cabin bag for the overhead locker, weighing up to 8kg. A small, personal item that can fit under a seat will also be allowed.

International airlines are also adjusting their carry-on baggage rules. About a year ago, Air Canada restricted basic fare passengers to just one personal article for flights across North and Central America.

But the rules are confusing.

You could fly on the same type of plane from Sydney to Melbourne – such as a widely-used Boeing 737 – but depending on the airline and what you paid for your ticket, you’ll have completely different bag and weight restrictions.

If you fly with Qantas within Australia, your carry-on needs to be:

• one small personal item plus one standard piece of 10kg, or
• two smaller pieces, where each piece must not exceed 10kg, and the total weight of both pieces is 14kg, or
• one small piece and a garment bag, where each piece must not exceed 10kg and the total weight of both pieces is 14kg.

Budget carrier Jetstar is different again, allowing up to 7kg of carry-on luggage allowance, shared across two items.

So how do airlines actually set bag and weight limits?

Why passenger and baggage weight matters

Each aircraft has a maximum take-off weight, which can’t be exceeded to ensure it’s a safe flight. That total includes the weight of the plane, plus fuel, food and drink supplies in the galley, any cargo, the weight of the pilots and cabin crew, and the weight of the passengers and baggage.

Checked baggage is weighed at the check-in desk or bag drop. But what about carry-on bags?

If a plane is small, with fewer than seven passengers, actual passenger weights are needed. If you fly in remote parts of Australia – such as island-hopping in the Torres Strait – you have to weigh yourself, along with your bags, at the airport.

But for bigger planes on busier routes, Australian regulations allow an average passenger weight to calculate total passenger weight.

At the start of my flying career in 1998, the regulated standard weight for passengers flying in Australia was 77kg per person (excluding carry-on baggage).

But as people’s average weight has increased, the law has tried to keep up.

For planes with a maximum seating capacity of 150-299 seats, like a Boeing 737, the current standard weight of an adult male passenger is assumed to be 81.8kg, while it’s 66.7kg for adult women.

Then the standard weight for carry-on baggage is 7kg per passenger.

However, the law also allows individual airlines to seek approval for their own passenger and cabin baggage weights. That has to be approved by the regulator, the Civil Aviation Safety Authority.

That allows different airlines to have different rules around cabin baggage.

Billions of dollars for bags and other extras

Carry-on baggage rules used to be much more standard.

But the rise of low-cost airlines changed all that, charging for extra luggage, in-flight WiFi and food and drink as ancillary revenue: basically anything beyond the basic ticket.

The International Air Transport Association forecast ancillary revenue (including for extra baggage) will be worth US$144 billion (around A$220 billion) this year. That’s more than the value of transporting cargo around the world by air.

Today, how much you can pack usually depends on the fare or upgrades you choose.

Many passengers try to avoid ancillary fees by taking everything as carry-on. But airlines know this, so charge passengers extra for exceeding carry-on limits.

Lighten your load for a safer trip

Carry-on baggage is literal pain for cabin crew, who frequently suffer back and lifting injuries while helping passengers stow heavy bags in overhead compartments.

Beyond physical risk, crew members have to deal with the time-consuming congestion of passengers struggling with large items during boarding.

In an emergency, passengers stopping to grab bags rather than leaving them behind has been proven to slow down evacuations.

So the next time you’re getting ready to travel, remember: if you want to take off on time and be safer in an emergency, pack lighter.

Your cabin crew will thank you for it.

Natasha Heap, Program Director for the Bachelor of Aviation, University of Southern Queensland

This article is republished from The Conversation under a Creative Commons license. Read the original article.

After more than a few false starts, the white elephant that is high-speed rail might finally be leaving the station between Sydney and Newcastle. With the starting horn well and truly sounded now, you might want to get your ducks in a row if you're looking to invest in property along the route.

What's happening?

Yesterday's news from the high-speed rail authority was probably overhyped on your evening news bulletin. It was more of a plan to announce a plan. Soon.

Nearly 30 boreholes are being drilled along the corridor as part of the High Speed Rail Authority’s (HSRA) business case for the route. That work will guide decisions on tunnel depths, how to cross the Hawkesbury River, and how to carve through the sandstone escarpment into the Central Coast. The government has committed 500 million dollars to planning and corridor protection for this first stage, with the business case due by the end of the year. If you're playing along at home, it feels a bit like that scene from The Castle where "Dale dug a hole".

If completed, the high-speed rail link between Sydney and Newcastle via the Central Coast would significantly reduce travel times between the three locales. Sydney to the Central Coast would take around half an hour, compared with the 90 minutes it currently takes. Sydney to Newcastle, meanwhile, would be cut to an hour, down from the 2.5+ hours it takes now.

Regardless of the material involved in the announcement, property values in the right postcodes won’t wait for a ribbon-cutting. Property prices are set to go up from what Cotality told me is called "the announcement effect".

The 'announcement effect'

Tim Lawless, research director at Cotality (formerly CoreLogic), believes the impact on housing values tends to begin long before the first sleepers are laid.

He pointed to Sydney Metro’s first stage from Cherrybrook to Chatswood as a blueprint. “Most of the growth happened before it was even completed,” he told me yesterday. “Investors start to target that market, and maybe owner-occupiers as well. It’s just about getting in early.”

That speculation phase can deliver sharp gains for neighbourhoods that are expected to benefit from improved connectivity. The catch: it’s not without risk. Lawless noted Sydney’s high-speed rail has been announced “many times in the past”, and buying on promises rather than progress can leave investors holding the bag if timelines slip.

Where property prices will start going up first

If high-speed rail actually arrives, the Central Coast becomes a standout beneficiary. It already sits within Sydney’s formal statistical boundary, yet remains cheaper than most of Greater Sydney with a median value around one million dollars.

“It’s a pretty affordable market, even though it’s seen significant growth,” Lawless said, adding that the growth has come off a relatively low base. Shaving an hour off the rail trip would fundamentally shift the lifestyle-to-commute trade-off. More people could live near the beach and still work in Sydney without the current productivity and fatigue penalty.

Given the choice between the Central Coast and outer-west Sydney at similar price points, Lawless argues many would choose the coast for climate, amenity and liveability alone. Faster rail simply tilts the scales further.

The calculus extends all the way to the end of the line in Newcastle, where property prices would also see themselves elevating as Sydney becomes closer than ever thanks to the new rail link.

Look beyond NSW entirely and the picture gets more interesting. A future line running from Sydney to Brisbane would drop stops into a string of coastal cities that have long struggled with limited access but enviable lifestyles: Port Macquarie, Coffs Harbour, Ballina and others.

“Anywhere that was connected with high-speed rail would be a beneficiary from a housing pricing perspective,” Lawless said. For hybrid workers who only need to be in-office a couple of days a week, being within a two-hour high-speed commute turns “too far” into “suddenly realistic”.

That might help relieve pressure on capital cities by shifting demand into more affordable regional markets – if, and only if, transport is accompanied by schools, health services and local infrastructure to support population growth. Without that, rail could create boomtown strain rather than balance.

Will your property prices go down because of high-speed rail?

One common question is whether improving access to cheaper regions cools growth in the city itself. Lawless thinks that’s unlikely.

This isn’t a zero-sum reshuffle where regional gains mean metropolitan losses. Faster rail broadens the practical commuter belt, expanding rather than cannibalising Sydney’s buyer pool.

The only pockets that could suffer are those too close to the tracks or stations, where noise and disruption outweigh convenience – and even then, Lawless expects those cases to be rare given the likely use of tunnels.

So while high-speed rail is still in the planning and soil-testing stage, property is set to move around the areas that are likely to see connections. The property market rarely waits for certainty.

Airlines are always racing each other to have the most luxurious lounges. Now Sydney is one-upping the competition by remodelling itself to create a balcony. The bad news? It’ll be closed for your Christmas travel.

If you’re flying out of Sydney this Christmas, brace for a little disappointment before take-off: the Qantas International Business Lounge will be closed from 8 December as the airline begins the next stage of its major upgrade.

The good news? It’s for something big. The Flying Kangaroo is remodelling its flagship international lounge to add a balcony — or more precisely, a 150-square-metre outdoor terrace where travellers can enjoy real sunlight and fresh air before boarding.

The move is part of a global lounge refurbishment program and a broader push to match Qantas’ ambitious Project Sunrise ultra-long-haul flights, which will soon connect Sydney directly to London and New York. When you’re preparing to spend 20 hours in the air, health, movement and wellness suddenly become key selling points.

Designed by Caon Design Office and Akin Atelier, the new Sydney International Business Lounge takes inspiration from Sydney’s natural beauty, with tones drawn from the Blue Mountains and Bondi. Qantas says the redevelopment will boost seating by more than 30 per cent and introduce a show kitchen, plated dining, and a bar serving everything from barista-made coffee to cocktails.

Flexible zones will cater to different moods — from quiet workstations to social areas — and most seats will feature USB-C and wireless charging.

Qantas International CEO Cam Wallace said the investment was designed to meet surging demand from premium travellers and to prepare for the next era of global flying.

“As the demand for premium travel increases, we’re creating more space, more dining options and a completely enhanced on-ground experience in our new Sydney International Business Lounge and Auckland International Lounge,” Wallace said.

While Sydney passengers will be shuffled into a temporary lounge or the Plaza Premium Lounge during the remodel, Qantas customers across the ditch will be treated to something new. The redesigned Auckland International Lounge opens on 17 December, just in time for the Christmas rush, featuring locally sourced materials and a refreshed layout to support flights to Perth and New York.

The Sydney lounge upgrade is scheduled for completion in 2027 — right in time for the first of those ultra-long Project Sunrise flights to take off. So, while travellers might miss their favourite pre-flight sanctuary this summer, Qantas is betting the future of premium flying starts not just in the air, but on the balcony.

As the first major airport built in Australia in over 50 years, Western Sydney International Airport (WSI) marks a generational transformation for one of the country’s fastest-growing regions.

Located in Badgerys Creek, WSI has been designed as both a global gateway and a catalyst for economic, social and cultural opportunity in Western Sydney.

Designed through a collaboration between COX Architecture and Zaha Hadid Architects, and delivered by Woods Bagot and Multiplex, the airport terminal fuses innovation with functionality. The architecture responds directly to the surrounding Cumberland Plain, combining human-scale design with international ambition. Its intuitive layout and sculptural form signal a new standard for airport architecture in Australia.

The terminal’s design draws from the natural environment. A horizontal silhouette and generous transparency connect the building to its landscape, while a dramatic sculptural ceiling filters natural light through a network of skylights. This design element evokes the dappled light found under eucalyptus canopies, creating a distinctly Australian experience.

For many travellers, WSI will offer a first impression of Australia. In that spirit, the design channels the beauty of the land and the clarity of light across the region, aiming to create a calm, intuitive and welcoming passenger journey. The building’s visual language is grounded in the concept of the “Great Australian Light,” which shapes movement and orientation throughout the space.

Public areas of the terminal reflect the identity of Western Sydney itself: culturally rich, community-driven, and egalitarian in spirit. Developed in consultation with Dharug Custodians and First Nations consultant Murrawin, the terminal integrates local narratives and values throughout its design. Warm, natural materials, open sightlines and seamless transitions between indoor and outdoor spaces reinforce this community-focused approach.

The forecourt and landside environments have been designed to feel more like a civic destination than a traditional transit hub. The architecture prioritises ease of movement, with intuitive spatial cues guiding passengers smoothly through check-in, security and boarding.

Importantly, WSI has also been designed for the future. The terminal has achieved a 5 Star Green Star Rating and incorporates regenerative design principles including natural ventilation, energy efficiency, and water recycling. Its modular layout allows for flexible expansion, enabling the airport to adapt to new technologies and growing demand without compromising passenger experience.

This infrastructure project stands not only as a functional transport solution but as a defining civic space for the Greater Sydney region.

With its architecture now complete, Western Sydney International Airport offers a vision of what the next generation of Australian transit infrastructure can be: sustainable, human-centred, and unmistakably rooted in place.

Fasten your seatbelts and change your passwords: Qantas just announced its customers have had their data stolen as a result of an external hack. Here's what happened and what you need to do next.

Change your passwords. Right now

First things first: if you're using any common passwords, change them right now. Don't even finish reading this. Go change them.

I've previously worked in cybersecurity for a big bank, and what I can tell you is that shared or common passwords have to be the number one way that people (and companies) get breached these days.

Think of it like this. You've got a key to your house, your car, maybe a locker or maybe even an office. There's a reason all of those keys aren't the same. Because if hackers got one key, they'd be able to unlock and ransack every aspect of your life! It's the same with passwords:  if you've got one shared password between your social networks, banks, superannuation account or even MyGov/Medicare, a breach of one is a breach of all. 

There's a reason that remembering unique passwords feels hard. It's because it is. The human brain isn't meant to remember 100 different passwords. Thankfully, there are a tonne of free ways to be more secure thanks to password vaults. There's probably one on your phone right now and you don't even know it.

A password vault locks up all of your individual and (more importantly) unique passwords behind a PIN, password or even your biometrics like your faceprint or fingerprint. They're then locked up safely on your device inside the most secure enclave your device has (Apple, for example, literally calls it the Secure Enclave, by the way) and they're not online in some honeypot waiting for a hacker to swipe it. That way, you only have to remember the one password. Or if you use biometrics, you won't have to remember one at all.

If you want to set up your device's built-in password vault, follow the instructions here for Apple devices, here for Samsung devices or here for Google Accounts.

On with the show.

Qantas: what got hacked?

Hackers managed to gain access to a system used by a company Qantas works with and made off with a bunch of customer data. The company breached was one of its "contact centres". Think call centres, external marketing firms, any of the hundreds of companies Qantas uses to outsource to these days, really. It isn't giving the name of the company at this time.

Instead, Qantas' CEO has said that all of its own systems "remain secure at this time" after the breach was contained.

So what did they take? Not anything of vital importance, to be honest. Qantas says that "the compromised data includes some customers' names, email addresses, dates of birth and Frequent Flyer numbers".

Qantas CEO Vanessa Hudson has been at pains to point out that really meaningful stuff - like credit card or passport information - was not taken as a result of this hack. 

These sorts of details on you and your friends/family are probably already out in the wild, anyway. The number of data breaches over the last year alone has seen billions of records leaked and sold on the dark web.

How did it happen?

Hackers didn't exactly kick down the door and make off with a computer full of files. Instead, they breached a business that works with Qantas instead.

Here's how Qantas CEO Vanessa Hudson describes what happened:

On Monday, we detected unusual activity on a third-party platform used by one of our airline contact centres. We immediately contained the incident and can confirm all Qantas systems remain secure.

Our initial investigations show the compromised data includes some customers' names, email addresses, dates of birth and Frequent Flyer numbers. Importantly, no credit card details, personal financial information and passport details are held in the system that was accessed. No Frequent Flyer accounts, passwords, PIN numbers or log in details have been compromised.

Honestly, it's unsurprising. It's actually very common these days for businesses who work with lots of other businesses to get hacked this way. Hackers figure it's pretty tough to crack the steel walls of a bank or telco, but their customer's data probably lives on systems outside the secure area so that contractors can do business with them. It's these so-called "third-party hacks" that you're likely to see the most in the wild these days.

Given how much of our data is online and the ongoing boom industry that is cybercrime, scams and phishing, every single service that keeps data on its customers is bound to be hacked eventually. It's a matter of "when" and not "if" these days.

What do you need to do to stay safe after the Qantas hack?

Right now, you don't really need to do anything. Even if you have upcoming travel, this hack won't affect your plans. 

The only action you need to take is to make sure your passwords are all different across all your services, including Qantas. If you are using common or shared passwords, check out the section up top to change your passwords quickly and easily so your whole life doesn't fall into the hands of scammers. 

According to Qantas, passwords weren't leaked as part of this hack, but remember: everyone will get hacked eventually. Better to be prepared earlier!

If you're worried, Qantas has set up a dedicated line you can call to ask questions: 

"Contact our dedicated support line on 1800 971 541 or +61 2 8028 0534 for assistance, including specialist identity protection advice, or visit our webpage for more information."

Unexpected severe turbulence injured crew and passengers on a Qantas Boeing 737 during descent at Brisbane on May 4 2024. The subsequent Australian Transport Safety Bureau investigation suggested the severity of the turbulence caught the captain by surprise.

This is not an isolated event. Thunderstorms featuring severe wind gusts such as violent updrafts and downbursts are hazardous to aircraft. Downbursts in particular have been known to cause many serious accidents.

Our new research suggests global warming is increasing the frequency and intensity of wind gusts from thunderstorm “downbursts”, with serious consequences for air travel.

We used machine learning techniques to identify the climate drivers causing more thunderstorm downbursts. Increased heat and moisture over eastern Australia turned out to be the key ingredients.

The findings suggest air safety authorities and airlines in eastern Australia must be more vigilant during takeoff and landing in a warming world.

Warm, moist air spells trouble for planes

Global warming increases the amount of water vapour in the lower atmosphere. That’s because 1°C of warming allows the atmosphere to hold 7% more water vapour.

The extra moisture typically comes from adjacent warmer seas. It evaporates from the surface of the ocean and feeds clouds.

Increased heat and water vapour fuels stronger thunderstorms. So climate change is expected to increase thunderstorm activity over eastern Australia

For aircraft, the main problem with thunderstorms is the risk of hazardous, rapid changes in wind strength and direction at low levels.

Small yet powerful

Small downbursts, several kilometres wide, are especially dangerous. These “microbursts” can cause abrupt changes in wind gust speed and direction, creating turbulence that suddenly moves the plane in all directions, both horizontally and vertically.

Microburst wind gusts can be extremely strong. Brisbane airport recorded a microburst wind gust at 157km per hour in November 2016. Three planes on the tarmac were extensively damaged.

On descent or ascent, aircraft encountering microbursts can experience sudden, unexpected losses or gains in altitude. This has caused numerous aircraft accidents in the past. Microbursts will become increasingly problematic in a warming climate.

Microburst analysis and prediction

Microbursts are very difficult to predict, because they are so small. So we used machine learning to identify the environmental factors most conducive to the formation of microbursts and associated severe wind gusts.

We accessed observational data from the Bureau of Meteorology’s extensive archives. Then we applied eight different machine learning techniques to find the one that worked best.

Machine learning is a field of study in artificial intelligence using algorithms and statistical models to enable computers to learn from data without explicit programming. It enables systems to identify patterns, make predictions and improve performance over time as they take in more information.

We found atmospheric conditions in eastern Australia are increasingly favouring the development of stronger, more frequent thunderstorm microbursts.

We investigated a microburst outbreak from a storm front in 2018. It produced severe surface wind gusts at six regional airports in New South Wales: Bourke, Walgett, Coonamble, Moree, Narrabri and Gunnedah.

Regional airports in Australia and around the world often use small aircraft. Small planes with 4–50 passenger seats are more vulnerable to the strong, even extreme, wind gusts spawned by thunderstorm microbursts.

Widespread consequences

Our extensive regional case study identified the weather patterns that create severe thunderstorms in eastern Australia during the warmer months.

High cloud water content creates a [downward force] [https://repository.library.noaa.gov/view/noaa/11215] in the cloud. This force induces a descending air current. When the heavier air reaches the ground, wind gusts spray out in multiple directions.

These wind gusts endanger aircraft during takeoff and landing, because rapid wind shifts from tail winds to head winds can cause the aircraft to dangerously gain or lose altitude.

Our analysis highlights the elevated aviation risks of increased atmospheric turbulence from thunderstorm microbursts across eastern Australia.

Smaller aircraft at inland regional airports in southeastern Australia are especially vulnerable. But these sudden microburst-generated wind gusts will require monitoring by major east coast airports, such as Sydney and Brisbane.

Beware of heightened microburst activity

Flying has long been recognised as a very safe mode of travel, with an accident rate of just 1.13 per million flights.

However, passenger numbers worldwide have increased dramatically, implying even a small risk increase could affect a large number of travellers.

Previous research into climate-related risks to air travel has tended to focus on high-altitude cruising dangers, such as clear air turbulence and jet stream instability. In contrast, there has been less emphasis on dangers during low-level ascent and descent.

Our research is among the first to detail the heightened climate risk to airlines from thunderstorm microbursts, especially during takeoff and landing. Airlines and air safety authorities should anticipate more strong microbursts. More frequent wind gust turbulence from microbursts is to be expected over eastern Australia, in our ongoing warming climate.

Milton Speer, Visiting Fellow, School of Mathematical and Physical Sciences, University of Technology Sydney and Lance M Leslie, Professor, School of Mathematical And Physical Sciences, University of Technology Sydney

This article is republished from The Conversation under a Creative Commons license. Read the original article.

Thought the domestic aviation market was a two-horse race in 2024? As the ACCC reports, in 2025 it’s way worse than you think.

Back in 2023, Treasurer Dr Jim Chalmers asked the ACCC to keep a watchful eye on the skies. The government asked it to make sure as tourism started taking off again that the airlines weren’t price gouging. Enter the Domestic Airline Competition Report, which is a quarterly update of the watchdog’s findings. 

According to the ACCC’s latest report released today, there’s not a whole lot of competition going on in the skies above our great nation. Qantas Group (made up of Qantas, Jetstar and QantasLink) and the Bain Capital-owned Virgin Australia, now account for a staggering 94.4% of all domestic passenger carriage. The Qantas Group alone holds over 60% of the market.  

Virgin, boosted by the collapse of Bonza and the retreat of Rex from capital city routes, has lifted its share to 34.4% as of March 2025.

Those figures reflect more than just strong demand for travel. It’s the result of a year that saw the cascading failures of smaller players in the domestic carriage market. 

That dominance isn’t just reflected in passenger numbers—it shows up on the balance sheet. Qantas posted $1.5 billion in EBIT in the first half of FY2024–25, with $916 million coming from domestic flying. Virgin, while private under Bain Capital, confirmed record profits during the same period.

Jetstar, which is now Australia’s only low-cost carrier, saw its earnings jump 53.7% year-on-year to $269 million. With no other budget competitor in the market, its margins have expanded alongside its market share.

The ACCC warns that this level of consolidation isn’t just a matter of good corporate performance. It has pretty serious implications for prices, service, and consumer choice.

“Jetstar has been able to capitalise on the continued absence of competitive pressure,” said ACCC Commissioner Anna Brakey.

And that absence may not change anytime soon. 

Bonza’s crash out of the Australian market in April 2024 marked the second failed attempt at a third domestic player in a decade. Meanwhile, Rex has largely returned to its regional roots, operating with government backing as it navigates voluntary administration.

Despite seasonal swings in demand and weather disruptions in March, airfares are still up compared to historical norms. The ACCC noted that while fares dropped in early 2025, they had risen again by 9.6% in March—a pattern that may become familiar in a low-competition environment.

The market may be moving, but it’s not opening up. And for investors watching Qantas and Virgin’s grip on the skies, the story now is about how long they can hold altitude before competition returns, or regulators intervene.

Qantas has landed back in court this week to find out how much it’s going to pay in penalties for outsourcing staff during COVID.  (more…)