Yah, I read all of that and listened to the Town Hall already. Would love to hear from someone who can speak to some of the tradeoffs management makes in these situations. Helps me better read the tea leaves. For example, just over on post #64 of the TSA thread Tplinks said the downtime and cost of converting an 76 seat RJ to a 70 seater is minimal - kind of a bummer actually. I'd hoped the expense of such a move might keep the company from furloughing anyone hired before 23 Jan 2016 (1-C-1-h). Guess not. The sort of thing I'd be interested to know is if it is better to retain a 20 year old WB coming due for heavy checks soon vs. a 25 year old that just came out of heavy checks.

I had an epiphany this morning about 50 seaters. I don't think for a moment they will "all" be gone when this shakes out. However, there will soon be a poop ton of cheap ass 319s and -700s on the market. When we start to stabilize, if we snapped them up it would position us to leapfrog our average gauge upwards from the smallest of the Big Three to the biggest. Management was saying as recently as last fall that our average gauge should be the biggest. If we started this while pulling up from the dive we could be very well positioned for future growth, bringing a lot of Express flying back in house, and even short circuiting a lot of mainline furloughs. I'm going to prepare a memo for SK stat!!! ;-)

Before the trolls start chucking spears, I know we have way, WAAY bigger problems to deal with at the moment. I was just surprised to hear Oscar/Scott say what they said about 50 seaters... but it makes a lot more sense to me now. We could indeed get rid of an awful lot of them without simply giving up existing routes. I'll be interested to see what develops after the seatbelt sign comes off again.