corporate-wage-slave

That is "crew and no EC261" which suggests a sick crew member on a Berlin nightstop. I can't check if LCY-TXL ran but I am assuming it did. You would get a refund and you could try for Article 7 but I think they will reject this since you didn't travel.

Misco60

Thanks EuropeToAsia. I guess crew sickness this morning would be a good reason for a short-notice cancellation, and finding a replacement at a small, remote outstation would be difficult.

I have just come off the phone to the Gold Line, who had no information whatsoever about the reason for the cancellation - but they have processed the refund, which is the priority.

FlyerTalker39574

Globaliser

BA8495 on 24 September 2018 operated as scheduled. This is the flight which night-stops at TXL and would normally then operate BA8490 at 0705 the next morning. Instead, the aircraft (G-LCYW) operated back to LCY this morning as BA9751, arriving about half an hour after BA8490 should have arrived, which seems consistent with the note about a sudden crew problem.I think you need to get real here. We are talking about a small operation that brings two pilots and two cabin crew to TXL three times a day. Do you think that for that, it's reasonable for CJ to station an entire spare crew at TXL permanently?

simons1

Difficult - no.

Unrealistic - yes.

FlyerTalker39574

FlyerTalker39574

simons1

BA has 7, Cityflyer has 3.
No idea but I doubt it.
Presumably yes.

None of which has any obvious relevance to Cityflyer having spare crew sat around Berlin.

Globaliser

For these purposes, three.

CJ crew cannot operate mainline flights, and mainline crew cannot operate CJ flights. So the answer is three, on small aircraft.

And that is why it would clearly be unreasonable to expect CJ to station a standby crew at TXL. Added to that is the possibility that, for those for whom it works, there are plenty of LHR flights that can sometimes provide a ready alternative.

LTN Phobia

It might not be technically difficult as such, but very expensive.
When you start putting crew members on standby at outstations to cover for all eventuality, the crew cost (+ accommodation) do increase rather drastically. We might think BA have lots of flights to TXL but LCY ones don't operate the same aircraft as LHR ones so you need separate crew to cover LCY and LHR flights, and depending on the first and last flight of the day, you might need to have up to 4 captains who are cleared for right hand seat duty every day (1 captain for the A320 family and 1 captain for the EMB for up to flight time limitations so it might need two shifts to cover all the flights) so that they can operate as a captain or first officer as required) and up to 4 cabin crew members (again 1 for the A320 family and 1 for the EMB).

Then you need to arrange for up to 8 hotel rooms. You can probably see how the costs may end up becoming rather silly. It's theoretically doable, but if airlines are required to do that, the fares will need to go up to cover them. I'm quite happy to do that, but I suspect most people are a little more price-sensitive.

I'd also like BA to locate a spare airframe at the outpost to cover it too

Of course, we can sign up to the likes of VistaJet that guarantees availability pretty much anywhere, any time, if the cost is no object.

FlyerTalker39574

Globaliser

BA didn't.

This is absolutely basic fundamental air crew licensing stuff.

FlyerTalker39574

KARFA

commercial pilots can only hold one type rating at a time. There are a few exceptions where a common type rating can cover more than one type, for example the 757/767. Also obviously with a type one type rating can cover multiple models, so the A319/A320/A321 are covered by one type rating. Going from one manufacturer to another requires a lengthy conversion process, each manufacturer has different ways of laying out a cockpit and has different systems.

As this seems to be going somewhat o/t perhaps have a read of other online information such as https://en.wikipedia.org/wiki/Type_rating

FlyerTalker39574