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On arrival at Montreal, there was a crew change for the return flight back to Edmonton. In the event of one failing, the other could still operate alone, but in that case, the indicated quantity was required to be cross-checked against a Because inconsistencies had been found with the FQIS in other 767s, Boeing had issued a service bulletin for the routine checking of this system. On entering the cockpit, Captain Pearson saw what he was expecting to see: blank fuel gauges and a tagged circuit breaker. Before departure the engineer informed the pilot of the problem and confirmed that the tanks would have to be verified with a floatstick.

Captain Pearson would later remark that the boys were so close that he could see the looks of sheer terror on their faces as they realized that a commercial airliner was bearing down on them. The flight to Montreal proceeded uneventfully with fuel gauges operating correctly on the single channel. In a misunderstanding however the pilot believed that the aircraft had been flown with the fault from Toronto the previous afternoon. While the aircraft was being prepared for its return to Edmonton, a maintenance worker decided to investigate the problem with the faulty FQIS. On 22 July 1983, Air Canada's Boeing 767 (registration At 41,000 feet (12,500 m), over Red Lake, Ontario, the aircraft's cockpit warning system sounded, indicating a fuel pressure problem on the aircraft's left side.

That flight proceeded uneventfully with fuel gauges operating correctly on the single channel. In a further misunderstanding, Captain Pearson believed that he was also being told that the FQIS had been completely unserviceable since then. Between the ground crew and flight crew, however, they arrived at an incorrect conversion factor of 1.77, the weight of a litre of fuel in pounds. Two factors helped avert disaster: the failure of the front landing gear to lock into position during the gravity drop, and the presence of a guardrail that had been installed along the centre of the repurposed runway to facilitate its use as a drag There were no serious injuries among the 61 passengers or the people on the ground.
On January 24, 2008, the Gimli Glider took its final voyage, AC7067, from Montreal Trudeau to Flight AC7067 was captained by Jean-Marc Bélanger, a former head of the On July 23, 2008, the 25th anniversary of the incident, pilots Pearson and Quintal were celebrated in a parade in Gimli, and a mural was dedicated to commemorate the landing.In April 2013, the Gimli Glider was offered for sale at According to a website dedicated to saving the aircraft, the Gimli Glider was scrapped in early 2014. Parts of the metal fuselage were made into luggage tags and are offered for sale by a California company, In June 2017, a permanent museum exhibit of the event opened in Gimli. The FQIS was now completely unserviceable and the fuel gauges were blank. All other aircraft were still operating with Imperial units (gallons and pounds).

To add to his own misconceptions about the condition the aircraft had been flying in since the previous day, reinforced by what he saw in the cockpit, he now had a signed-off maintenance log that it had become custom to prefer above the Minimum Equipment List.

Distracted, he failed to disable the second channel, leaving the circuit breaker tagged (which masked the fact that it was no longer pulled). In the absence of any spares he simply repeated this temporary fix by pulling and tagging the circuit breaker. A record of all actions and findings was made in the maintenance log, including the entry; "SERVICE CHK – FOUND FUEL QTY IND BLANK – FUEL QTY #2 C/B PULLED & TAGGED...".On the day of the incident, the aircraft flew from Edmonton to Montreal. In airliners the size of the 767, the engines also supply power for the hydraulic systems without which the aircraft cannot be controlled. The plane also slammed into the guard rail now separating the strip, which helped slow it down.None of the 61 passengers was seriously hurt. On entering the cockpit, Captain Pearson saw what he was expecting to see: blank fuel gauges and a tagged The 767 was still a very new aircraft, having flown its Because of this unreliability, it had become practice for flights to be authorized by maintenance personnel. The crew was able to glide the Boeing 767 aircraft safely to an emergency landing at a former Royal Canadian Air Force base in Gimli, Manitoba, that had been turned into a motor racing track. The subsequent investigation In addition, fuel loading was miscalculated through misunderstanding of the recently adopted metric system, which replaced the imperial system. While conducting this check, the FQIS failed and the cockpit fuel gauges went blank. In line with their planned diversion to Winnipeg, the pilots were already descending through 35,000 feet (11,000 m)At this point, Quintal proposed landing at the former RCAF Station Gimli, a closed air force base where he had once served as a Canadian Air Force pilot. Before departure the engineer informed the pilot of the problem and confirmed that the tanks would have to be verified with a floatstick. Instead of 22,300 kg of fuel, they had 22,300 pounds on board — only a little over 10,000 kg, or less than half the amount required to reach their destination. Air Canada Flight 143 was a Canadian scheduled domestic passenger flight between Montreal and Edmonton that ran out of fuel on July 23, 1983, at an altitude of 41,000 feet, midway through the flight. The report praised the flight and cabin crews for their "professionalism and skill".The amount of fuel in the tanks of a Boeing 767 is computed by the Fuel Quantity Indicator System (FQIS) and displayed in the cockpit.

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