I think what bar was saying was the advantage of the 73 is that it has routes they use it on all night making it pump out a larger utilization over a year then an E190, 717, 88, 90 and for that matter the majority of the Baby Buses.

All true in that there is a limit to what a domestic non transcon jet can do in a day. Just like the RJs.

But the company, during the conference call, also said the 757s are getting parked. If 737s are replacing 763s and 757s, then there isn't really a gain in annual utilization.

Now one thing I have a hunch about is that the CRJ900 fleet takes the CRJ200 fleet out to the woodshed in possible ASMs over a given time period/block hours. ASMs are what matters, right? Wouldn't that mean if you could get X more ASMs out of a fleet vs another with higher reliability plus more prasm due to the three class configuration then that's a yuge win?

Whether the airlines that operate them can come through is a different story. Which is a good reason why E190s might be attractive at this point. But Embraer needs to hit a stingy DAL/RA price point.

Fwiw I once heard, and I don't have any inside gouge to verify this, that post merger they saw just how much NWA 757s purchased planes were compared to what Delta had paid. I dunno.

But at the end of the day unless we open a new hub and new routes we are flying x amount of jets between 6am and 11 pm and x amount on redeyes and that won't change significantly. Thus take the average hours of what DCI and mainline aircraft do and you too can figure out the ratio for yourself. Look at the scope compliance PowerPoint's from dalpa plus the PWA.

And once yall do, all y'all can make your own assumptions using common sense like old planes will be put out to pasture and so forth.