Yes!!!!!!

Filler

Yes. Filler

Considering that the 200/900 pay only differs from $2-4, I don’t think it will matter.

Pay scales are by seating capacity, I think the cutoff is mid 50s.
Any two class jet will pay on the higher rate whether CRJ-700/9 ERJ-170/175, MRJ, Q400, et al.

N200PQ/15200 has left CKB conformity. This leaves 146PQ as the last from the most recent batch to leave the shop.

Just curious... How were they looking when they came in from xjt? Heard in DSM the engines looked like **** on one.

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I don't know if it is incidental or not but some of the XJT aircraft that I have flown have a huge disparity in FF on the two engines. Which would signal to me that one got replaced and the other is the old one.

Engines get pulled and sections replaced all the time. So there is no way of knowing how “old” an engine truly is. It is all tracked by hours on EACH sub-component. You might have a cold section that is 800 hours, a hot section that is 1500 hours, a HMU that is 25 hours, a compressor that is 273 hours, etc., all on one engine.

I currently on leave from ExpressJet. When I went through initial in 2016, we toured the maintenance area. I remember someone saying that if a plane goes back to the leaser, then everything has to be returned to the same condition as when it was first leased. Any new software in the computers have to be returned to the original database, any engines that have been changed out have to have the original engines reinstall by serial number, so I'm not sure if that is the same if transferred to another carrier.

This is true for bills of sale I think. I remember seeing in the logbooks when we were getting planes out of the desert that when they got parked, for storage they would change the engines and the logbook would state something like: changed RH engine for asset alignment