I didn't mean the min ratio, instead what is the ratio between a mainline domestic fleet of 671 jets and DCI at somewhere between 395 and 420? Based on RA saying they may go to somewhere between 100-125 50-seaters and let's suppose they don't exercise their 30 CR9 options.

What's the resulting MBH : DBH ratio?

Be sure to update your bids...

Don't say you weren't warned...

And remember that bigger pays more.

Who knows how the airplanes will be utilized? The 737 fleet is the red eye machine. While 757 and MD88 crews sleep peacefully, 737 crews operate like an ER that left the relief FO at the outstation (Captain sleeping hemispherically while FO keeps himself awake with airplane coffee and the effects of irritable bowel syndrome).

My guess is there is a difference between paid for and having to earn their keep. The mainline fleet also tends to do longer legs with the initial 900 routes being a lot of trans con flying.

Gold bond is for daytime fliers. You can not assume straight block hour ratios until express pilots are googling hemorrhoid creme.

you know why not just make the systems and vfd programs internet based? I had two thumb drives fail on me on the 717 vfd.

and do you have any idea how much fun it is to ask manual services for another? :rolleyes:

but I did learn valuable lesson about using the speech function on my phone to email manual services about whether "I could come in and swap the thumb drive..."

I said it and looked down to see "I could cumswap the thumb..." it freaked me out, what if I hadn't proofread that??? I never proofread, it must have been my overworked guardian angel saying "okay, I'll bail him out ahead of time..."

Didn't we get more than 10% last year? 2/5ths of the pilots right around my seniority got their longevity restored and made a whole lot more than 10% annualized for a couple of years there.

Of course the are other factors. Thanks to the bidding post (whatever you want to call it) my pay last year was 4% less than the year prior, which was off from the year before that (even with the raises). Frankly, stagnation would be an improvement.

For an apples to apples comparison you would have to look at pay rates and position.

I don't think 88 crews sleep peacefully on 8 hours behind the door to a show that was pushed back to a full 5 leg day.

I envy redeyes, no lax 73 crews redeyes just Atl 73 styled redeyes.

That's because the thumbdrive is still a Douglas product.

http://gadgetsin.com/uploads/2012/05...sh_drive_1.jpg

Did you grease the jackscrew? Maybe the memory got out of rig. Did you try opening a bleed valve before you wrote it up?

Bombardier doesn't support its products very well, otherwise, the C-series would be flying off the shelf.

Dunno ... there is a good case for C Series sales starting to pick up.

At the moment everyone is taking a wait and see on the flight test program. Obviously they ran into some sort of issue with vibration (makes sense, the engines would have completely different resonance characteristics) and are re-doing the fly by wire code (why make airplanes which do not require FBW, FBW? Just makes things more complex for no payoff). But when they get rolling they are going to have 7 flight test articles running.

Boeing and Airbus are concentrating on the larger platforms (737-800/900 and 321's ) which have greater profit potential and are more CASM efficient than the smaller ( 700 / 319 ) jets. Those airplanes are "sold out." Not to say that a buyer couldn't get an earlier delivery by swapping slots, but, the point being that Boeing and Airbus have little incentive to heavily discount sales to beat back the C Series.

I'm becoming a bit of a C Series doubter based on the drag profile of those huge fans and what would appear to be a cruise speed that will force ATC to operate it at lower altitudes. We will see.

Those have got to be waiting in the cue for XJet and or SKW in 2015 as part of some sort of 50 seated turn in ratio. (From my POV in the cheap seats.)