Pro-rating iDB compensation
Sep 30, 2009 | 8:56 am
#1
Original Poster
Join Date: Oct 2003
Programs: UA 1K, HH Gold, Hyatt Diamond
Posts: 223
Pro-rating iDB compensation
[This was originally posted on the US Airways forum, but since IDB compensation rules aren't unique to the carrier, I thought posting here might generate more discussion, particularly when I looked at the July thread on "The end of IDB compensation".]
I was recently IDB'ed from a US Air flight at the connecting point, and I found that my compensation was based not on the end-to-end fare, but on some fraction of it, apparently a pro-rated fare from the connecting point to the destination.
1) Is this common practice?
2) Is it what the rules really mean?
3) And is it right?
The rules say: "Passengers who are eligible for denied boarding compensation must be offered a payment equal to their one-way fare to their destination (including connecting flights)" I'd take that to mean that the whole end-to-end fare is relevant, not just the remaining segments that day. How many carriers interpret it otherwise?
To do anything else seems grossly unfair: just because US Air got me halfway to my destination, a four hour delay there has the same impact as a four hour delay at the origin would have. Why compensate differently?
I was recently IDB'ed from a US Air flight at the connecting point, and I found that my compensation was based not on the end-to-end fare, but on some fraction of it, apparently a pro-rated fare from the connecting point to the destination.
1) Is this common practice?
2) Is it what the rules really mean?
3) And is it right?
The rules say: "Passengers who are eligible for denied boarding compensation must be offered a payment equal to their one-way fare to their destination (including connecting flights)" I'd take that to mean that the whole end-to-end fare is relevant, not just the remaining segments that day. How many carriers interpret it otherwise?
To do anything else seems grossly unfair: just because US Air got me halfway to my destination, a four hour delay there has the same impact as a four hour delay at the origin would have. Why compensate differently?
Oct 1, 2009 | 4:53 am
#2
Join Date: Sep 2009
Location: Amman
Posts: 4
I see your point about a four-hour delay having the same impact, but I would read it as referring to the value of their one-way fare to their destination from the point of IDB. Not fair, perhaps, but that's what I think it says.
In IDB situations, do airlines only bump people who are on the last leg of their trip? If they have to pay more for bumping someone with a connection, that seems logical.
In IDB situations, do airlines only bump people who are on the last leg of their trip? If they have to pay more for bumping someone with a connection, that seems logical.
Nov 20, 2009 | 3:11 pm
#3
Original Poster
Join Date: Oct 2003
Programs: UA 1K, HH Gold, Hyatt Diamond
Posts: 223
Replying to my own questions now that I have more data: yes, the DOT's interpretation of rule 250 is that you get compensation for the remaining flights coupons (=from the point of interruption).
I still don't think it's particularly fair -- a four hour delay is a four hour delay, no matter where it starts. And given how that can leave some people getting tiny bits of compensation (e.g. having flown transcon, only to get bumped before a final short-hop connection), I'm going to try to push this a little harder. Anyone interested, feel free to PM.
I still don't think it's particularly fair -- a four hour delay is a four hour delay, no matter where it starts. And given how that can leave some people getting tiny bits of compensation (e.g. having flown transcon, only to get bumped before a final short-hop connection), I'm going to try to push this a little harder. Anyone interested, feel free to PM.