Air Canada ranks dead last among large NA carriers for On-Time Performance, Again
Feb 28, 18, 7:37 am
#46
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I depart YSB and my flights all connect at YYZ. Significant number of outright cancellations to/from YSB, usually weather at YYZ
My delays this year have been ex MAD due to late arrival of inbound aircraft, turn on a 787 was 1 hour 20 minutes. One de-icing delay ex YYZ en-route BGI,delay off
loading BGI for 20 minutes , new ramp set up vs stairs. Delayed leaving BGI due to ATC ,held at gate for 25 minutes. Routine occurrence.
LAS flight delayed ex-YYZ due to mechanical issues (engine power surge while taxiing)and we did arrive close to posted time.
Most of the regional delays from YSB are due to "flow control" at YYZ even though flight is ready to leave ,either on time and or early. Gate issues and space to park aircraft are mounting at YYZ.
This year has been better for me personally to date.
My delays this year have been ex MAD due to late arrival of inbound aircraft, turn on a 787 was 1 hour 20 minutes. One de-icing delay ex YYZ en-route BGI,delay off
loading BGI for 20 minutes , new ramp set up vs stairs. Delayed leaving BGI due to ATC ,held at gate for 25 minutes. Routine occurrence.
LAS flight delayed ex-YYZ due to mechanical issues (engine power surge while taxiing)and we did arrive close to posted time.
Most of the regional delays from YSB are due to "flow control" at YYZ even though flight is ready to leave ,either on time and or early. Gate issues and space to park aircraft are mounting at YYZ.
This year has been better for me personally to date.
Mar 12, 18, 6:51 pm
#50
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Mar 28, 18, 8:44 am
#52
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Air Canada continued their stellar performance in February 2018 with 52%
Thread can now officially be renamed AC ranks dead last among large WORLD carriers
Graph courtesy of Flightstats
Thread can now officially be renamed AC ranks dead last among large WORLD carriers
Graph courtesy of Flightstats
Mar 28, 18, 12:40 pm
#54
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There's a fair bit of apples and oranges going on here. Clearly both WS and AC are dealing with significant OTP issues, and the time of year suggests that some allowance must be made when comparing them with carriers that have major hubs in locations where deicing delays, and ground stops from visibility restrictions will be less of a factor. That not to suggest that weather alone explains the gap, but weather will account for some of it--the question is how much (or how little?)
Even comparing AC to WS, we have to account for the fact that AC is much more dependent upon conditions at YYZ, whereas WS is more dependent upon conditions at YYC. YYZ has double the aircraft movements with only 50% more runway capacity in its principle operating direction (and only two of those runways are Cat III). When low visibility separation rules kick in, that has a much bigger effect at YYZ than at YYC. Neither airline is immune from that, of course, but AC will feel it more than WS. To what extent, then, do ground stops from YYZ disproportionately affect AC operations? Does a higher volume of connecting traffic play a role in delays to protect connections?
Could AC do better? Doubtless they could. But we should not be so uncritical when throwing around raw statistics.
Even comparing AC to WS, we have to account for the fact that AC is much more dependent upon conditions at YYZ, whereas WS is more dependent upon conditions at YYC. YYZ has double the aircraft movements with only 50% more runway capacity in its principle operating direction (and only two of those runways are Cat III). When low visibility separation rules kick in, that has a much bigger effect at YYZ than at YYC. Neither airline is immune from that, of course, but AC will feel it more than WS. To what extent, then, do ground stops from YYZ disproportionately affect AC operations? Does a higher volume of connecting traffic play a role in delays to protect connections?
Could AC do better? Doubtless they could. But we should not be so uncritical when throwing around raw statistics.
Mar 28, 18, 3:10 pm
#55
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There's a fair bit of apples and oranges going on here. Clearly both WS and AC are dealing with significant OTP issues, and the time of year suggests that some allowance must be made when comparing them with carriers that have major hubs in locations where deicing delays, and ground stops from visibility restrictions will be less of a factor. That not to suggest that weather alone explains the gap, but weather will account for some of it--the question is how much (or how little?)
Even comparing AC to WS, we have to account for the fact that AC is much more dependent upon conditions at YYZ, whereas WS is more dependent upon conditions at YYC. YYZ has double the aircraft movements with only 50% more runway capacity in its principle operating direction (and only two of those runways are Cat III). When low visibility separation rules kick in, that has a much bigger effect at YYZ than at YYC. Neither airline is immune from that, of course, but AC will feel it more than WS. To what extent, then, do ground stops from YYZ disproportionately affect AC operations? Does a higher volume of connecting traffic play a role in delays to protect connections?
Could AC do better? Doubtless they could. But we should not be so uncritical when throwing around raw statistics.
Even comparing AC to WS, we have to account for the fact that AC is much more dependent upon conditions at YYZ, whereas WS is more dependent upon conditions at YYC. YYZ has double the aircraft movements with only 50% more runway capacity in its principle operating direction (and only two of those runways are Cat III). When low visibility separation rules kick in, that has a much bigger effect at YYZ than at YYC. Neither airline is immune from that, of course, but AC will feel it more than WS. To what extent, then, do ground stops from YYZ disproportionately affect AC operations? Does a higher volume of connecting traffic play a role in delays to protect connections?
Could AC do better? Doubtless they could. But we should not be so uncritical when throwing around raw statistics.
My flight two weeks back showed no delays. YYZ-SFO. Doors closed approx 10-15 mins after scheduled departure time. We then sat at the gate for 45mins due to congestion on the ramp and taxiways. Then 40mins or so for deicing. then in line for takeoff which took so long we had to go back for deicing. And then line up for takeoff again. Landed in SFO three hours late. Not sure if this counted as a on time departure since there were no alerts of departure delay. Only alert was from Tripit when I landed that the flight was late arrival by 3 hrs. So not sure which 'stat' this falls under. And yes, I do know this was weather related.
Mar 28, 18, 3:15 pm
#56
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Mar 28, 18, 4:29 pm
#57
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Oddly enough, about 90% of my recent AC flights have had exactly the average time delays, as provided by EF. I'm not sure if that's good or bad though since none of the flights had any higher than a 52% OTP to begin with. But I'll count myself lucky that I wasn't 1 (or more) SD beyond that average.
Mar 28, 18, 8:03 pm
#59
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It seems AC has taken the approach to fly the heck out of their planes, offer more flights/routes/frequency/etc.. and if someone misses their connection, just rebook on the next available flight. It does make money and is an interesting strategic approach. Especially if ##% of the time you can blame the weather, ATC, etc..
The other carriers have taken the approach to fly a reasonable flight schedule that allows time to be made up at a downline station when a delay occurs upline/earlier in the day or have the appropriate number of spare aircraft correctly positioned at their hubs to swap out with a delayed inbound. In AC's case, as soon as one flight takes a delay, the next one/two/three/four flights on that FIN will likely take a delay too as there is little room/padding in the schedule to account for any irregularities until day's end when the aircraft get to sleep for a few hours.
The other carriers have taken the approach to fly a reasonable flight schedule that allows time to be made up at a downline station when a delay occurs upline/earlier in the day or have the appropriate number of spare aircraft correctly positioned at their hubs to swap out with a delayed inbound. In AC's case, as soon as one flight takes a delay, the next one/two/three/four flights on that FIN will likely take a delay too as there is little room/padding in the schedule to account for any irregularities until day's end when the aircraft get to sleep for a few hours.
Mar 28, 18, 8:12 pm
#60
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It seems AC has taken the approach to fly the heck out of their planes, offer more flights/routes/frequency/etc.. and if someone misses their connection, just rebook on the next available flight. It does make money and is an interesting strategic approach. Especially if ##% of the time you can blame the weather, ATC, etc..
The other carriers have taken the approach to fly a reasonable flight schedule that allows time to be made up at a downline station when a delay occurs upline/earlier in the day or have the appropriate number of spare aircraft correctly positioned at their hubs to swap out with a delayed inbound. In AC's case, as soon as one flight takes a delay, the next one/two/three/four flights on that FIN will likely take a delay too as there is little room/padding in the schedule to account for any irregularities until day's end when the aircraft get to sleep for a few hours.
The other carriers have taken the approach to fly a reasonable flight schedule that allows time to be made up at a downline station when a delay occurs upline/earlier in the day or have the appropriate number of spare aircraft correctly positioned at their hubs to swap out with a delayed inbound. In AC's case, as soon as one flight takes a delay, the next one/two/three/four flights on that FIN will likely take a delay too as there is little room/padding in the schedule to account for any irregularities until day's end when the aircraft get to sleep for a few hours.
