Air Transat YOW

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photofly
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Re: Air Transat YOW

Post by photofly » Tue Oct 03, 2017 2:46 pm

confuzed wrote:Dude, do you EVER stop?
Why would I want to stop when there are fun people like you to talk to?
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Re: Air Transat YOW

Post by rookiepilot » Tue Oct 03, 2017 4:37 pm

photofly wrote:
confuzed wrote:Dude, do you EVER stop?
Why would I want to stop when there are fun people like you to talk to?
.
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Re: Air Transat YOW

Post by Gilles Hudicourt » Fri Oct 06, 2017 7:12 am

BE20 Driver wrote:I'll accept Gilles account of what happened. I'll accept that the fueler was just running flat out and fueling planes in the order he received them in.

What I don't understand is why Air Canada managed to successfully intervene, KLM managed to successfully intervene. They found a reason and for them it was a duty day issue that was accommodated. I was not there and I can only speculate what happened or what I would have done differently. The first thing that comes to mind is being more adamant that we will soon be out of fuel and need to get some ASAP to keep the APU and lights on. Nearly running out of fuel is a big reason to cut in line if you ask me. Again, I wasn't there privy to the flight deck conversation or the ACARS messages.
Here is the normal way to get fuel :

Dispatch prepares the flight plan, which contains the fuel load and forwards this to the Operations office of the airport of departure.
Operations office prints the flight plan which is brought to the crew, and call the fueler with the fuel load.

The airport authority plays no role in this.

When our four aircraft landed in YOW that day, our dispatch in YUL prepared flight plans for the 4 aircraft and sent them to the OPS office in YOW which in this case, was First Air Ops, which is contracted by Air Transat for this service. First Air Ops called the fueler with the fuel loads for the 4 aircraft.

What the YOW airport authority is concerned with, is assigning gates and parking positions to the incoming aircraft. So First Air Ops was also the one responsible for calling the YOW airport authority to obtain parking positions for the aircraft.

If the aircraft that was low on fuel had ever been told that he would have to wait 4 hours for fuel, he would have stated that he had insufficient fuel to do so. But as has been stated a million times before, he was always told that he was going to be refueled "in 30 minutes", and then was told the same thing again when the 30 minutes expired.

When he ran out of fuel, the fuel truck had arrived was in the process of being connected. The tank feeding the APU still indicated 60 to 70 Kg of fuel. He had never run a main tank dry before....
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Re: Air Transat YOW

Post by TFTMB heavy » Fri Oct 06, 2017 9:02 am

Gilles Hudicourt wrote:
BE20 Driver wrote:I'll accept Gilles account of what happened. I'll accept that the fueler was just running flat out and fueling planes in the order he received them in.

What I don't understand is why Air Canada managed to successfully intervene, KLM managed to successfully intervene. They found a reason and for them it was a duty day issue that was accommodated. I was not there and I can only speculate what happened or what I would have done differently. The first thing that comes to mind is being more adamant that we will soon be out of fuel and need to get some ASAP to keep the APU and lights on. Nearly running out of fuel is a big reason to cut in line if you ask me. Again, I wasn't there privy to the flight deck conversation or the ACARS messages.
Here is the normal way to get fuel :

Dispatch prepares the flight plan, which contains the fuel load and forwards this to the Operations office of the airport of departure.
Operations office prints the flight plan which is brought to the crew, and call in the fueler with the fuel load.

The airport authority plays no role in this.

When our four aircraft landed in YOW that day, our dispatch in YUL prepared flight plans for the 4 aircraft and sent them to the OPS office in YOW which in this case, was First Air Ops, which is contracted by Air Transat for this service. First Air Ops called the fueler with the fuel loads for the 4 aircraft.

What the YOW airport authority is concerned with, is assigning gates and parking positions to the incoming aircraft. So First Air Ops was also the one responsible for calling the YOW airport authority to obtain parking positions for the aircraft.

If the aircraft that was low on fuel had ever been told that he would have to wait 4 hours for fuel, he would have stated that he had insufficient fuel to do so. But as has been stated a million times before, he was always told that he was going to be refueled "in 30 minutes", and then was told the same thing again when the 30 minutes expired.

When he ran out of fuel, the fuel truck had arrived was in the process of being connected. The tank feeding the APU still indicated 60 to 70 Kg of fuel. He had never run a main tank dry before....
Let's also remind everyone that the plane landed with a low fuel condition to which the emergency services were on standby for, the airport authority was well aware of the low fuel condition of this aircraft.
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Re: Air Transat YOW

Post by complexintentions » Fri Oct 06, 2017 9:40 am

photofly wrote:If the only people who flew were those happy to sit on the tarmac for six hours without raising an eyebrow, their market for air travel would be very small.

The very existence of the 90 minute limit in law suggests that *everyone* gets mad at that, except, apparently, airline management.
Meh. Like I said, no matter what, people like you would just complain. It's the default setting for losers. Whine and pout first, ask questions later. Or not. I mean why ask why, the world is out to get you, you're a victim. And then on to the next crisis. After awhile it's just white noise, really. At least you can know you're part of a popular and ever-growing club.

Meanwhile the people who actually have some relevant information are sharing it. As much as it may pain you to attempt to change your mind, you might actually consider that the crew were doing the best they could with the information they were given and not just trying to make like miserable for their passengers.

Not even the more, uh, "special" ones. :mrgreen:
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Re: Air Transat YOW

Post by photofly » Fri Oct 06, 2017 10:06 am

complexintentions wrote:As much as it may pain you to attempt to change your mind, you might actually consider that the crew were doing the best they could with the information they were given and not just trying to make like miserable for their passengers.
As much as it might pain you to listen to what's being said, the fact that the crew were doing their best with the information that they were given isn't in dispute.

But if you want - in error - to keep understanding this as a "bash the crew" thread and getting all stroppy-sensitive about it, go ahead, I don't really care.

Likewise, if you think that passengers should sit mute on the tarmac for six hours in this scenario and feel ok about it, that's your right too. Clearly I don't agree. Do you really think that nothing could have been done better? By anyone? Astonishing.
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Re: Air Transat YOW

Post by rookiepilot » Thu Nov 30, 2017 2:15 pm

http://business.financialpost.com/trans ... ac-delay-2

Air Transat slammed, fined for handling of hours-long tarmac delay

The Canadian Transportation Agency said Air Transat broke its tariff agreement with customers about when they can be let off a flight due to a tarmac delay

OTTAWA — A federal agency has ordered Air Transat to cover out-of-pocket expenses for passengers who were caught in an hours-long tarmac delay this summer as part of a ruling that slams the airline’s handling of the fiasco.

The Canadian Transportation Agency said Air Transat broke its tariff agreement with customers about when they can be let off a flight due to a tarmac delay.

The ruling made public Thursday comes almost four months after two flights — one from Rome, the other from Brussels — sat on the tarmac in Ottawa for almost five and six hours, respectively, with passengers not allowed to disembark.

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Last edited by rookiepilot on Thu Nov 30, 2017 2:21 pm, edited 1 time in total.

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Re: Air Transat YOW

Post by rocket81 » Thu Nov 30, 2017 2:20 pm

A quote from a cbc article.
The agency found that pilots had too much power over how the situation was handled and it resulted in the violation of the airline's tariff, or agreement with passenge
Amazing, this is simply amazing, what a load of c**p. Soon, pilots will have to ask permission to enter the cockpit.
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Re: Air Transat YOW

Post by confusedalot » Thu Nov 30, 2017 7:03 pm

There is something horribly wrong with this entire picture......

As I recall, the Transat flight was passed over numerous times for refueling while other airlines got their fuel and left?

Also, in the prevailing pandemonium, a gate position to disembark passengers was perhaps not even available, even if you wanted to go that route?

Sounds like one government department covering the airport authority caboose...........
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Re: Air Transat YOW

Post by photofly » Thu Nov 30, 2017 7:06 pm

Ah yes. An airline came in for criticism. It must be a government conspiracy.
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Re: Air Transat YOW

Post by confusedalot » Thu Nov 30, 2017 7:17 pm

No conspiracies here, something does not add up. I know I would do everything I can to avoid 4 hours, or whatever it was, to get people off of the plane. Suspect the Transat crew was thinking the same. Over and above that, there was a hard and fast reason to do so, duty time running out fast.......
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Re: Air Transat YOW

Post by Donald » Fri Dec 01, 2017 12:59 pm

No conspiracy.

It's simple.

Transat cheaped out with 7F as their ground handler, refused any extra assistance, and punished their pax as a result.

Other ground handlers offered to help with airstairs, etc, but 7F refused.

Fuellers won't fuel you in that situation.

Transat learned an expensive lesson.
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Re: Air Transat YOW

Post by FICU » Fri Dec 01, 2017 3:40 pm

confusedalot wrote:
Thu Nov 30, 2017 7:03 pm
There is something horribly wrong with this entire picture......

As I recall, the Transat flight was passed over numerous times for refueling while other airlines got their fuel and left?
What people are forgetting is that you can't refuel with pax on board unless there is a usable exit to deplane the pax if needed in the event of a fuel spill. Therefore, before Transat could get fuel they needed to be either bridged or have portable stairs brought to the plane.
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Re: Air Transat YOW

Post by Gilles Hudicourt » Sun Dec 16, 2018 8:59 pm

Edit: After writing this post, I decided to improve it and turn it into an article that I posted on LinkedIn. It can be accessed here:

https://www.linkedin.com/pulse/20-diver ... ublished=t


I've been wanting to post this for a while now, but I just haven't had the free time. All the information I am about to post came from the CTA's website and was provided to them by the Ottawa Airport Authority. The three Illustrations I am posting was made by them.

So, as has been thoroughly discussed on this thread, on July 31 2017, at 14:18, Toronto went into ground-stop for weather and stopped accepting flights. Several flights en route to Toronto diverted to their alternate airports, including 6 that went to Ottawa. At 15:00, while Toronto was still in ground-stop, Montreal also went into ground-stop and and stopped accepting arrivals. Several aircraft en route to Montreal diverted to other alternates, but 14 went to Ottawa. Altogether, 20 aircraft diverted to Ottawa that day. One Turboprop, 7 Narrow body jets and 12 wide bodies, including an A380. These are the 20, in the order they arrived.

01) 15:37 ACA895, B787, MEP-YYZ
02) 15:59 WJA523, B737 YDF-YYZ
03) 16:13 UAE241, A380, DBX-YYZ
04) 16:28 ACA085, B787, TLV-YYZ
05) 16:30 AFR356, B777, CDG-YYZ
06) 16:36 EIN129, A330, DUB-YYZ
07) 16:43 WJA542, B737, YVR-YUL
08) 16:49 JZA7968, Q400, YTZ-YUL
09) 16:54 ACA669, E190, YHZ-YUL
10) 16:59 ACA1963, B767, MRS-YUL
11) 17:00, ACA7728, E190, DFW-YUL
12) 17:03 TSC711, A330, CDG-YUL
13) 17:05, JZA8461, CRJ2 BOS-YUL
14) 17:08 TSC157, A330, BRU-YUL
15) 17:12, KLM671, A330, AMS-YUL
16) 17:15 ACA318, A320 YYC-YUL
17) 17:17 TSC445, A310 MRS-YUL
18) 17:20 TSC507, A310 FC0-YUL
19) 17:28 ROU1651, A319, MIA-YUL
20) 17:31 ACA865, B777, LHR-YUL

It must be stated that YOW was at already close to capacity when this happened, for it was a peak period of the day for the airport. No mention will be made here of these scheduled aircraft, which were all refueled and serviced in priority by the ground handler and the refuelers.

By the time Air France landed, all the gates capable of receiving wide bodies were occupied, as well as all the ramps. AFR356, a B777, was parked on Runway 07/25 which was closed.
Out of the 20, three were assigned gates: the Q400, the W190 and the RJ2. All others were parked on ramps, taxiways and runways. None of the 20 deplaned their passengers. Ottawa does not have refueling pits. All refueling is done by truck. There were seven truck available that day, but only two drivers. The trucks had to be driven several times to the fuel farm, to be refueled. I will not delve on the first 11 aircraft to arrive in YOW, since the first Air Transat flight to arrive was #12 in sequence, TSC711 which landed at 17:03 from Paris. Within minutes, 8 more aircraft arrived, including three other Transat flights. The Regional Jet that landed at 17:05 was assigned a gate, the A320 which landed at 17:15 was parked on a ramp where it could be refueled, and all the wide bodies and one A319 were parked on the Runway 07/25 behind Air France, or on Taxiway C. It looked like this:

Image

This is how they were facing:

Image

TS157 from Brussels had flown 8 hours and 10 minutes before arriving and had declared a fuel emergency before landing in YOW and had been met by emergency services. So it low fuel condition was known to all. It had been parked on Runway 07/25 after a long time with engines running. After shutting down engines, it had asked to be refueled where it was parked, on Runway 07/25, but was told that was not permitted, because they were on the western side of the active runway and that the refueling trucks were not allowed to cross an active runway. In fact, no equipment whatsoever was allowed to go there, no air Stairs, no GPUs, not Air Conditioning units, ,no tugs, nothing. To make matters worse, none of the aircraft located on Taxiway C or Runway 07/25 had cleared Customs, and no one was allowed off the aircraft with out the presence of Canada Border Services Agency (CSBA) agents, who did not go over there either.
The aircraft on the runway and the taxiway were all told they would have to wait until room was freed up at the gates or on the ramps east of Runway 14/32 to be positioned there to be refueled.

Around 19:00, the Emirates A380 which was hogging the whole of the de-cing bay by itself was finally refueled and left. That is also when the ground stop for YYZ ended. Between 19:05 and 19:35, all aircraft but the last two to arrive were moved to ramps and the de-icing bay. TS157, whose fuel situation was critical, had to start engines and taxi to the de-icing bay. It was a long taxi, as the aircraft were marshaled into their respective taxi positions.

The YOW Airport authority decided to park the four Air Transat aircraft together at the de-icing bay that has just been freed by the Emirates A380, while the KLM 330 is parked on the east ramp.
At 19:09 TSC711 ia parked at the de-icing bay and received its first Air Stairs, but no fuel. TSC157 is parked right behind it, both facing south-east.
At 19:34, TSC445 and TSC507 are also parked one behind the other at the de-icing bay.

Image

TSC157, after the long wait with APU running and the long taxi, is now critically short of fuel, but expects to be fueled right away, but this is where the funny stuff begins to happen. Air Canada not only obtained permission to be refueled on Taxiway C, but before the 4 Air Transat flights. It had been the last to arrive. During the CTA hearings, the representative of the fueler testified that with the escort it required to cross the runway, refueling the Air Canada 777 on taxiway C monopolized one of the two available fuel truck drivers for 40 minutes. He stated that after refueling the AC B777 on C, they refused to do another one.

At 19:32, JZA8461, which had been #13 on arrival, but which had obtained a gate right away, took-off.
At 19:56, ROUGE 1651 which had been blocking AC868 on Taxiway C, is moved to the ramp, between the Main terminal and the De-Icing bay.
At 20:02, ACA865, the B777 which had already refueled on taxiway C, took off. It was #20 in the arrival sequence.
At 20:05 KLM informs the Ottawa Airport authority, that its crew is tight on duty time and that if it is not refueled quickly, its crew will bust duty limits, requiring passenger deplaning clearing Customs, and other doom and gloom. So the Ottawa airport authority instructs the fueler to refuel KLM first. KLM was number 15 in the arrival sequence, and had arrived after TSC711 and TSC157. So one fuel truck driver went to refuel KLM at 20:17. The other truck advises the Air Transat flights that it is empty and must go get refilled at the tank farm.
At 20:31, the first refueling truck arrives for the 4 Air Transat flights. TSC711 has been at the de-ice bay over one hour and a half by then.
At 20:35, ROU1651, the A319 which was #19 in the arrival sequence, has been moved to a ramp and is getting refueled.

This is a screen grab from one of the YOW ramp cameras taken at 20:33. It show TSC711 (#12), getting refueled, with TSC157 (#14), TSC445 (#17) and TSC507 (#18) all still waiting for fuel after they have been on the de-icing ramp for between one hour and a half to one hour. ROUGE1651 (#19), which has just arrived from Taxiway C, is being refuled ahead of three Trasnsat flights, after AC865 which was #20, has already been refueled and left.

Image

At 20:42, TSC507 refueling truck arrived.
The Fueler witness at the CTA hearing testifies that they decided to fuel TSC711 before TSC157 because the since TSC711 was blocking the exit of TSC157, it only made sense to fuel it first, so it could leave first and free up the exit path for TSC157.
At 20:57, A fuel truck finally arrives at TSC157. He is showing 60 or 80 Kg of fuel left in the left wing, which supplies the APU, so thinks he is good for some time since the APU burns less than 100 Kg per hour.
At 20:58, KLM671 took off. It had been #15 in the arrival sequence.
At 21:01 TSC157 runs out of fuel and the APU dies out.
At 21:03, ROU1651 departs. It had been #19 of the arrival sequence. It was refueled before three of the the four Air Transat flights that had not only arrived in YOW before it, but which had also arrived on a ramp where they could be refueled, before it.
At 21:11, power is restored to the TSC157 when an GPU is connected to the aircraft. Although the aircraft is receiving fuel, the fuel lines need to be bled of air and the APU cannot restart.
At 21:12, while the the Captain of TSC157 is on the ramp tending to the refueling, a passenger panics and calls 9/11 stating that people are suffocating and fainting in the aircraft. No member of the crew is aware that anyone has called 9/11.
At 21:23, Ottawa Airport Emergency Services and Police arrive at the aircraft. The Captain, who is on the ramp, still has no clue why they are there and thinks they have the wrong aircraft. The Flight attendants were in the process of doing a water service in the cabin and have no clue as to why the Emergency services are there. Power has been restored with a Ground Power Unit (GPU), and the aircraft is being refueled. There is no air conditioning for the APU will not start, but the A/C had only been off for only 11 minutes when the 9/11 call was made. It was 28 Celsius outside.
The emergency response crew board the aircraft and ask the crew to identify the distressed or sick people. The crew has no clue. A PA is made. No one replies. A second PA. No one replies. Finally they read the callers' cellphone number over the PA, at which point he timidly raises his hand. He walks to the front of the aircraft and cannot produce anyone who has fainted. But complains that he is hot. They take his vitals and find that he is fine. He is asked if he want to deplane, but refuses. Other people complain of being hot. The Emergency crews suggest that the doors be opened. The doors are opened to ventilate the aircraft. Normally, no door that does not have a bridge or air stair can be opened, and only L1 door has an air stair. Seven of the 9 flight attendants have to guard the now open doors to prevent falls, so are not unable to give any kind of service. Teh other two were assisting with the 9/11 caller. This is when the Firemen offered to do a water service for the crew.
At 21:40 TSC711 departs. It had been #12 in the arrival sequence.
At 21:57 TSC445 departs. It had been #17 in the arrival sequence.
At 22:07, TSC507 departs. It had been number #18 in the arrival sequence.
At 22:21, ACA318 departs. It had been number 16 in the arrival sequence. It was on the ground 5 hours and 6 minutes, the second longest of the 20. It did not deplane. It did not have a gate. I do not know why it was on the ground so long. But it had only flown from Halifax, whereas the TSC157 passengers had already spent 8 hours and 10 minutes in the air before their ordeal began.
At 22:27 an Air cart of brought to TSC157.
At 22:35, the TSC157 Captain ask the Emergency crew to leave the aircraft and move their vehicles so that the engines can be started. Because of the empty fuel lines, it takes 3 start attempts before the first engine is started.
At 22:59 TSC157 departed for YUL with all passengers that had boarded in Brussels., including the one who called 9/11.

Air Transat was fined by the CTA for violating the Tariff, which calls for allowing the passenger to disembark if the aircraft has been parked for over 90 minutes. By the time the first TSC157 had been parked in an area where disembarking was allowed, it had already been on the ground over 2 hours.

Out of the 20 aircraft that diverted to YOW that day, none disembarked their passengers.

Two were able to turn around in under 90 minutes: WJA923 and ACA895
Ten were able to turn around between 1:51 and 2:47. Thus all violated the Tariff as well.
Eight were on the ground over 3 hours:
AFR356 03:13
ROU1651 03:35
KLM671 03:46
TSC711 04:47
TSC445 04:40
TSC507 04:47
ACA318 05:06
TSC157 05:51

So out of the last 9 aircraft that landed in YOW, including the 4 Air Transat Flights,

12) 17:03 TSC711, A330, CDG-YUL
13) 17:05, JZA8461, CRJ2 BOS-YUL
14) 17:08 TSC157, A330, BRU-YUL
15) 17:12, KLM671, A330, AMS-YUL
16) 17:15 ACA318, A320 YYC-YUL
17) 17:17 TSC445, A310 MRS-YUL
18) 17:20 TSC507, A310 FC0-YUL
19) 17:28 ROU1651, A319, MIA-YUL
20) 17:31 ACA865, B777, LHR-YUL

JZA8464, KLM671, ROU1651 and AC685 were fueled out of sequence and before the 4 Air Transat flights. I don't know when AC318 was fueled, but it seems its very long time on the ground was unrelated to fuel for it had been parked on a ramps where it could be fueled, from the moment it landed.
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Last edited by Gilles Hudicourt on Wed Dec 19, 2018 8:38 am, edited 23 times in total.

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Re: Air Transat YOW

Post by complexintentions » Mon Dec 17, 2018 5:48 am

Great post, Gilles. Thorough and based on verifiable facts - imagine that.

Seems that there were multiple factors absolutely not attributable to Air Transat - KLM getting fuel based on their warnings, EK monopolizing the fuel resources, AC landing #20 but getting out far sooner, on and on...as I suspected, total mismanagement of logistics at, and by, the airport. That is not to say that YOW is without sympathy for a very difficult IROP, but it's disgusting how Transat was made the villain (mainly due to the media hysteria of the idiot pax calling 911) while YOW pretty much got a pass for their ineptitude. They must be glad it faded from the news cycle before they were examined too closely for their "performance".

Alas it will probably be lost on the vast majority incapable of absorbing more than 140 characters at a time who have long since moved on to whatever breathless drama du jour is on their smartphone newsfeed. And I highly doubt that any of the clowns slinging mud earlier in the thread will have the character to admit that maybe there was far, far more to the story than written in the ridiculous press accounts of the drama-queen pax. Perhaps one of the armchair experts can explain why Transat was fined for tariff violation and the other ten airlines "guilty" of the same thing were not? As always, character assassination on page 1, retraction on page 50.

But a noble effort nonetheless.
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Re: Air Transat YOW

Post by The Tenth Man » Mon Dec 17, 2018 10:08 am

I too am a fan of posts that are evidence of an effort to uncover the facts. Well done, Gilles.
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Re: Air Transat YOW

Post by RFN » Mon Dec 17, 2018 1:58 pm

That's excellent Gilles!
I am sure that facts won't get in the way of the usual mouth-breathers vilifying TS for this incident, but I learned lots from reading this.
As usual I'm smarter after you've put in the work for me.
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Re: Air Transat YOW

Post by altiplano » Mon Dec 17, 2018 4:02 pm

Gilles Hudicourt wrote: Ten were able to turn around between 1:51 and 2:47.
Thus all violated the Tariff as well.
Eight were on the ground over 3 hours:
AFR356 03:13
ROU1651 03:35
KLM671 03:46
TSC711 04:47
TSC445 04:40
TSC507 04:47
ACA318 05:06
TSC157 05:51
You quote a 90 minute tariff for the reason for the violation - but off gate it's listed as 4 hours in AT's published Tariff... maybe I'm misunderstanding it though.
... If the delay exceeds 90 minutes while at the gate, or 4 hours in the event of a Tarmac delay, the Carrier must allow the passengers to deplane...
https://www.airtransat.com/en-CA/Legal- ... nd-tariffs

AC's Tariff is similar but not exact... there is no "90 minute rule"... There is a "4 hour rule".

5 were on the ground over 4 hours.

4 TS
1 AC

It looks like AC318 was the only one apart from Transat over 4 hours and you seem somewhat unsure on it. It was a domestic flight, maybe the did deplane...
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Gilles Hudicourt
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Re: Air Transat YOW

Post by Gilles Hudicourt » Mon Dec 17, 2018 4:20 pm

altiplano wrote:
Mon Dec 17, 2018 4:02 pm
Gilles Hudicourt wrote: Ten were able to turn around between 1:51 and 2:47.
Thus all violated the Tariff as well.
Eight were on the ground over 3 hours:
AFR356 03:13
ROU1651 03:35
KLM671 03:46
TSC711 04:47
TSC445 04:40
TSC507 04:47
ACA318 05:06
TSC157 05:51
You quote a 90 minute tariff for the reason for the violation - but off gate it's listed as 4 hours in AT's published Tariff... maybe I'm misunderstanding it though.
... If the delay exceeds 90 minutes while at the gate, or 4 hours in the event of a Tarmac delay, the Carrier must allow the passengers to deplane...
https://www.airtransat.com/en-CA/Legal- ... nd-tariffs

AC's Tariff is similar but not exact... there is no "90 minute rule"... There is a "4 hour rule".

5 were on the ground over 4 hours.

4 TS
1 AC

It looks like AC318 was the only one apart from Transat over 4 hours and you seem somewhat unsure on it. It was a domestic flight, maybe the did deplane...

As consequence of this incident, the CTA found the Tariffs unreasonable and airlines were asked to modify them. What you are looking at (4 hours) is the new version, not the one that existed at the time.

https://www.otc-cta.gc.ca/eng/ruling/a-2017-194


[8] Based on the Agency’s finding that elements of Rules 5.2d) and 21.3c) of the Tariff are unreasonable, the Agency orders Air Transat to revise these Rules and all corresponding rules of its other international tariffs so that the existing text in respect of food and water distribution and disembarking with the commander’s permission after 90 minutes is supplemented with the terms and conditions that incorporate the provisions of Air Transat’s Contingency Plan for Lengthy Tarmac Delays at US Airports (Revised April 2016). Those terms and conditions create a positive obligation to disembark passengers if a tarmac delay reaches four hours – unless there are safety, security, or air traffic control issues that prevent it – and require that during the delay, the carrier provide passengers with updates every 30 minutes, working lavatories, and medical assistance if needed. These amendments are to be filed with the Agency as soon as possible, and no later than February 27, 2018.

Air Canada 318 did not deplane. One of the the CYOW Airport authority witnesses said so during the hearings. He did not however state the reason for the very long time on the ground.
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