Calgary International Airport II

[YYCguys]

Originally Posted by Acey

That's kinda what I was thinking. First thing is to get the ball rolling on central deice, for multiple reasons. Get planes off Apron 1 ASAP.

A central deicing facility only makes sense for many reasons, including the health and safety of the BTW crews, keeps the mess in one spot, and as stated above, for gating issues.

Is there a plan already in place to construct such a facility, and if so, where is the most logical and efficient place to put it?

[thenoflyzone]

Originally Posted by Acey

Ideally Apron 2 would be modified to be able to support all Apron 1 deicing requirements, if it can support 6 narrowbody/3 widebodies; that'd match YYZ's central facility. Apron 9 cargo/charter traffic can continue to deice at the small pad adjacent to Apron 9. At one point the plan was for Apron 10 just off taxiway Y north of runway 8/26 to be a central facility, but evidently the airport bailed on that plan...

Apron 10 is too far from the terminal as a central deice facility when on rwy 17s (especially 17L). That's probably why CAA abandonned that idea.

Ideally, apron 2 needs to get expanded (if there is room), as that is the best location for a CDF. Another good location is north of taxiway R.

The ideal situation is for one huge CDF ( 8-10 bays) in a central location, close to the terminal building and equidistant from both ends of the parallel runways.

[Cage]

Originally Posted by thenoflyzone

Another good location is north of taxiway R.

The ideal situation is for one huge CDF ( 8-10 bays) in a central location, close to the terminal building and equidistant from both ends of the parallel runways.

North of Taxiway R was the intended location of a Central Delay Facility. However the Teal crew (from what I have been told) kiboshed the idea about 2 years before new terminal opened.

Westjet has hammered de-ice operations and IROPS plans in other Canadian cities. Specifically YYZ central de-ice - which was shot down - and YVR traffic management plan and central de-ice facility mgmt.

Now in Westjet's defense, they don't have the fleet plan to properly conduct a winter IROPS rescue plan like the majors. Whenever AC gets into trouble, they take half dozen widebodies and put them onto the domestic sectors and problem solved in about 1-2 days. UA does the same whenever DEN, EWR, or ORD get hammered.

[Cage]

Originally Posted by FormerWingTipper

I don't usually defend Westjet, but why should they have to tweak their schedule? They are the customer to the Calgary Airport Authority (CAA). The CAA should provide adequate gating to their customers. If they can't handle that task with a brand new terminal since it was a poor design on their part, then they should proceed to implementing a slot control to regulate the flight schedule across all carriers.

The problem is that WS desires 14 gates at 10am on a Saturday and no more than 10 gates any other day of the week. If WS wants preferential access to 14 gates, their flight schedule needs to north of 50 international departures 5 days a week for the CAA to break even. WS is currently doing about 20-25 international departures a day.

WS YYC sun destination schedule requires that their non USA flight depart YYC between 9am and 10:15am in order to quick turn down south and come back in time for connections to the last flights of day for YEG, YXE, YQR, YXX, YWG, YVR, YLW, etc. A 10:30am departure will cascade into missed connections in the evening forcing a planned overnight in YYC.

Now all airlines work with their hub airports to maximize operating use and "sweat the assets". Some majors even go so far as to guarrantee bonds and other commercial paper inorder to get their hub airport lower interest rates. That is the primary motivator for the AC GTAA Longterm Commercial Agreement. GTAA gets guaranteed revenue over longterm and AC gets preferential feedback to GTAA operations. GTAA even goes so far as to buy a couple of extra preboard security lanes to keep AC happy.

[Mazrim]

Fascinating stuff as always. Thanks for the info, everyone!

[hollywoodcory]

AC made some equipment changes to FRA for next summer.
Switched to the 77L instead of 789 from 01MAY to 29SEP.
Further changes are possible.

[topdog]

I like the discussion in this thread for the most part, but sometimes wonder it would be better if there was a second thread for discussion and debate on the gates and airport authority operation. Just my two cents.

[Tarsus]

Lately there's been lots of talk about gates and that kind of stuff, but it's usually not like that.

Originally Posted by topdog

I like the discussion in this thread for the most part, but sometimes wonder it would be better if there was a second thread for discussion and debate on the gates and airport authority operation. Just my two cents.

[hollywoodcory]

Originally Posted by Acey

We knew that change was coming, the 789 was basically in as a placeholder. NRT is the big one that people are hoping for an upgrade from the 763, as AC9 is now the best way to get to NRT from YYZ. It's looking increasingly unlikely.

With all the AC expansion out of YVR & YUL, the real question is will there even be enough dreamliners left for AC9/10?

[jmt18325]

Based on the schedules I searched, it appears that Air Canada's inaugural Max flight will be YUL-YYC on December 11th. It will then head back to YUL, then go to YVR, and back to YUL to start over again. There are some very tight 30 minute turn times on the Calgary portions.

[jmt18325]

Originally Posted by Acey

Timetable has it as a 45 minute turn, which matches most people's MST for an 800.

A 30 minute turn for an 8 in the winter is laughably impossible, even more so for literally the first they're turning it.

I must not have been paying enough attention - that makes a bit more sense.

[DoubleK]

I've been sitting at the gate on WS2250 for an hour.

First they tell us they are trying to leave early and now we are waiting for deicing.

Apparently a flight from Regina with some connecting passengers couldn't take off due to runway conditions here.

International terminal is very nice, first time through for me. Hoping the pilot puts the hammer down so we don't lose too much time on the beach.

[lubicon]

Originally Posted by jmt18325

Based on the schedules I searched, it appears that Air Canada's inaugural Max flight will be YUL-YYC on December 11th. It will then head back to YUL, then go to YVR, and back to YUL to start over again. There are some very tight 30 minute turn times on the Calgary portions.

Montreal – Calgary 11DEC17 – 31JAN18 AC317/318 (Day x67)
Montreal – Vancouver 11DEC17 – 31JAN18 AC309/308 (Day x67)
Montreal – Toronto 16DEC17 – 31JAN18 AC403/408 (Day 67), AC415/426 (Day 6), AC413/426 (Day 7)
Toronto – Ottawa 16DEC17 – 31JAN18 AC458/463 (Day 67)

https://www.routesonline.com/news/38/air...eing-737-max-dec-2017jan-2018-schedules/

[suburbia]

Originally Posted by Surrealplaces

I noticed Hainan has some ads for cheap fares from YYC to PEK, and when I went to check out what the prices would actually be, they look good. For me, my wife and my 5 year old son, it came out to $1749.00 in total.....that's for various dates in Feb/March. It's off season, but I wondered if there was a catch.

A few weeks ago they had a $50 return fair, that with taxes and fees worked out to $551 return (all-in price) per adult. I might be off on the $551 a pinch, but I did price out a real ticket that would have made sense for me. At the time, it was cheaper to go to China than to Toronto!

[jmt18325]

The first 7M8 flight will now apparently be flight 137, YYZ-YYC on the 11th. The rest of the routing is the same.

[Cage]

Originally Posted by Acey

Cage.... WestJet Link... where the hell are they parking these airplanes.

http://www.yyc.com/News/tabid/91/article...322/WestJet-introduces-WestJet-Link.aspx

If I were WS and the CAA, I would turn A5&A6 into the WSlink gates and start gating some encore flights onto 21-22-23-24. The 21-24 gates don't have a lot of room for mainline now that the moving walkways are installed. Plus those gates are perfect for flights with high levels of international and transborder connections (YEG, YXE, YQR, YLW, etc).

Other than Cancelgar and Red Ditch, there aren't a lot of other routes to serve with these Saabs. I don't think there is too much expansion beyond the initial service offering.

Still tones of empty domestic terminal gate capacity to utilize before there is a concern regarding lack of gate capacity.

[Denscity]

Originally Posted by Cage

If I were WS and the CAA, I would turn A5&A6 into the WSlink gates and start gating some encore flights onto 21-22-23-24. The 21-24 gates don't have a lot of room for mainline now that the moving walkways are installed. Plus those gates are perfect for flights with high levels of international and transborder connections (YEG, YXE, YQR, YLW, etc).

Other than Cancelgar and Red Ditch, there aren't a lot of other routes to serve with these Saabs. I don't think there is too much expansion beyond the initial service offering.

Still tones of empty domestic terminal gate capacity to utilize before there is a concern regarding lack of gate capacity.

We'll gladly take this flight and we've already got the facilities for it.

[TheGreatestX]

Originally Posted by Acey

Hearing that WS is contemplating a fleet of up to 20 aircraft for Link and possible US expansion.

Spokane? Missoula? Great Falls? Kalispell?

[thenoflyzone]

Originally Posted by Acey

Hearing that WS is contemplating a fleet of up to 20 aircraft for Link and possible US expansion.

Get ready cyeg66 !......your airport already sees more turboprops than YUL and YYZ. It's gonna get even worse ! Good for the movements though !

[PPAR]

Originally Posted by TheGreatestX

Spokane? Missoula? Great Falls? Kalispell?

I would love to see this play. I wonder if Calgary could be competitive on European connections for Montana passengers.