767 domestic and converting it to ER.

Considering the stark difference of his tone about RAH from the last meeting, I would say you are probably very close to what is in between the lines here.

Just walk up to one of them go "yo, flyguy1..." if he looks perplexed, move on. If he looks surprised, then well introduce yourself. :D

Their pilot costs, of which is about all we should be concerned about, are highest in the industry this side of cargo operations. If you wonder where their efficiency comes from look at their total passenger enplanements in 2009 vs other carriers, they are the highest. Furthermore, have you ever noticed that their 737s hit the gate after you and depart before you? They could be flying 20 to 30% more block hours further defraying the cost of newer, more efficient leased 737s. Sure the MD90 may be great (never flew it), but if older aicraft were so affordable from an operator perspective why are airlines like Compass flying top dollar equipment on smaller routes? The 737 is the highest usage fleet in the world, the A320 is the most ordered aicraft in history, yet we are taking deliveries of MD-90s from third world and middle eastern countries while we shove leather seats in 30+ million dollar RJs. Please...

Oh, did I mention, announcing more codeshare agreements with operators flying none other than, next generation 737s...

There was a few north guys sitting in front of me scribbling pretty furiously.

I'm pretty easy to pick out with the lampshade around my neck.

If the 737 is that great and SWA that well positioned, why are their CASM rising yoy? That was the point.

CPZ is probably flying $30M list price jets because what else would you fly in a 70-90 seat category other than an Ejet or CRJ? Fokkers, 146s, 732s and DC9s are not being produced anymore. And CPZ isn't deciding where they fly their aircraft, we are, and it has more to do with RASM on those legs over using another feeder aircraft such as the 50-seater. A 1995 CRJ-200 can make you a huge amount of money on the right route, ROA-ATL for $1000 per ticket comes to mind.

Allegiant is running circles around a lot of people right now with MD82s or MD83s that cost $4M TOTAL from purchase to makeover to the line. It works.

How much of a future investment should we make in the 737 or the A320 anyways if you've got B&A already touting better airplanes to come? That are more efficient no less? And what advantage do you have buying into them now? They've got long backorders but we've got airplanes that can fly for a long long time too.

Oh, I thought it might have been the leg humping that gave you away :D

Thats not a good cover. It'll keep you from gnawing on yourself though and as 1234 said, it'll keep you from humping peoples legs.

I find that people find leg humping grossly inappropriate.

As well as butt burps.

Just to lighten things up a little, have you guys checked out the seniority crystal ball at the new ezopenboard.com site?

It projects when you can hold an aircraft and when you move through the markers of that list. (Bottom, 90%, 75%, 50%, 25%, and most senior.)

All this in a cool, color-coded graph form.

Of course, it's all BS. Who knows what will happen. It's just cool and something different than North v. South. It's all about you, if you can remain healthy and out of trouble. :D

You have valid points, but why then would AA be shelving MD-83s (former TWA were glass) and ordered over 140 NG 737s? With the economy on the fragile brink of recovery, oil already hovering near $90, the thought of anything narrow body powered by JT8D, yes the MD-90 is VM2500 (or whatever), is scary. If Douglas is the solution, why then to profitable airlines fly Boeing or Airbus? Why then did the A320/319 replace the 90 in SLC? Obviously more efficient, higher load and longer range. I'm sure the 90 has it's place, but up to what fuel price point. Certainly a dead goat at $100 a barrel or third world countries wouldn't be unloading them for Airbus orders themselves... There is something larger taking place here, it's not fDAL methodology.