It just looks really, really bad. I keep hearing people say these are just "spare" planes for when others are down for MX.... well, from what I've seen so far, they are being used regularly/daily, and it looks like crap.

Who's certificate are they on? How does that work with the capacity purchase agreement. I mean, if the CPA is with CHQ, but the "generic" plane isn't on CHQ's certificate... how does that work? everybody just turning a blind eye to a shuttle generic spare showing up to cover a CHQ flight? How does that work on your contract? I know you guys are all on the same pilot seniority list, but how does it cover flying an airplane on a different certificate? or are all planes on one certificate and leased to each individual carrier? Lots of questions... anybody with real answers.

It does sound like an interesting way to have to have fewer spare planes around...

If it saves money, why not let multiple airlines chip in and buy a few spares, and form a leasing/rental company. So, when your airline needs a spare, call the rental company.... when done, send it back, and let the next airline use it. Then you could spread the cost of spares out over more than just a few carriers. It is the next logical step.... right?

What about these crew companies now. Don't see it much in the US, but there are tons of companies hiring pilots, that then contract them out to foreign carriers for 1-5 year contracts.

How soon, before you have to check your schedule and see which set of wings and hat you are wearing today..... United Express, USAir Express, or your American Connection.