ChrisA330

Symmetre

FlyerTalker70

yyznomad

Symmetre

WS doesn't seem to have any difficulty using doors at both the front and back of the plane simultaneously. They use both doors at YYG all the time ... also at YHM.

Fiordland's suggestion of loading one bus with just zone 1 / 2 and sending it ahead of the zone 3 / 4 / 5 pax on other buses would be easiest to manage ... but could represent a slightly higher cost and AC - particularly rouge operations - is notoriously cheap already. I can't see them incurring any extra cost just in order to live up to their end of the customer loyalty value prop. Why start now?

FlyerTalker70

Have they ever done it at YYZ? If yes, then that would leave us with either AC not having equipment to support rear boarding/deplaning (i.e. aircraft, stairs) or training to do so. Again, don't want to sound dumb here but from my experience, boarding from anywhere outside the front of the plane is foreign to domestic airlines. I suspect there is more than meets the eyes to open that rear door and allow for boarding/deplaning that way. I'd be curious to hear from someone from the airlines/OP side who has done this before to understand what equipment and training is required.

Perhaps Rogue could employ the use of anti-loss straps parents use to "link" passengers by boarding zone to the gate agent who will then parade them over to the aircraft. Checking online I see they can be had for but suspect AC might be able to negotiate a bulk discount and/or acquire them from CoUnihound - I hear Smisek is holding a clearance sale on used Ted equipment

Safe Travels,

James

Fiordland

I have been on the rare AC flight into Heathrow, Frankfurt, Madrid that is arrives late and is allocate a remote stand. They have no problem boarding from the front and rear of the aircraft.

In YYJ, Jazz is able to board the Q400 using both from the front and rear door with no problem. However YYJ is on an Island and Islands are permuted to be different.

Even in YVR, was off an Alaska/Horizon Q400 two weeks ago and they used the front and rear door.

Must be a problem with YYZ or the combination of YYZ and AC.

Symmetre

YYZ can't seem to deliver any checked baggage onto a carousel in under 45 minutes, so I would also expect bus incompetence to be a local operational issue. The GTAA is not exactly known for running like a Swiss watch.

FlyerTalker70

smallmj

Given that T1 is AC/*A + 1, and T3 is everyone else there is not much need to make an airside connector. There wouldn't be enough passengers connecting between terminals to make it at all worthwhile.

edit: Actually the YYZ Master Plan shows that they are considering joining up the two terminals, but I can't imagine that they would go ahead with this. They would lose all of the commuter gates on the back side of the D pier, so they wouldn't gain much.

canadiancow

EI, KP, CX, EK, EY, ME, UL, VA are all listed on the YYZ website as using T1 (or T1/T3). They're either all airlines I know are not *A, or they're airlines I've never heard of (possibly regional US airlines).

I don't know which of those actually fly operate (they had some airlines on the list I know don't fly to YYZ), but it sounds like there's a few they could at least shift to T3 on paper.

RatherBeInYOW

I'm preeeeeety sure that EK is the only non-*A that operates from YYZ T1 on a regular basis, and that is just because the T1 hammerhead is the only place they can accommodate an A380.

Fiordland

I would not be surprised to see connections between the two terminals. Cathy as an example has a fairly tight relationship with AC. AC also interlines with most of the airlines in T3.

JustSomeGuy1978

Other than t1/t3 connection an airside people mover (depending on where it is located) could shorten connections between the donestic/international/transborder piers at t1 (and t3). Thus saving the long walk down one pier and up another.

customs security might be an issue but not insurmountable.

tracon

745 C-FNNQ


Robert A. Miltion........



693 C-FIYA






The "covered walkway!"