Jan announcement speculation
12-10-2018 | 06:29 AM
#51
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Who said anything about turboprops? Do you somehow think an industry that has been on an exponential technical growth curve is going to reverse course moving forward? Or do you think shareholders are going to stop caring about profits? Or are you convinced there is going to be a massive scope selloff? Pray tell, what is it that makes you so certain that the way it is right this moment in the industry is exactly how it will be for decades moving forward?
12-10-2018 | 08:21 AM
#53
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Precisely, given current scopes flying 100 seat GTFE mainline flights will become more profitable on long stage RJ routes. The “regional as network carrier” route structure is going to come to an end with Nextgen SNB, and regionals will return to what they once did, carry regional pax on short stages, 6 legs a day.
That is unless someone can get weight scope from their pilots, making 76 seat GTFE RJ the most profitable.
That is unless someone can get weight scope from their pilots, making 76 seat GTFE RJ the most profitable.
12-10-2018 | 11:03 AM
#54
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I feel like a broken record. That is why, unless said scope relief is offered, the NextGen SNB with GTFE will be used. They won’t replace RJs, they will simply reallocate routes to return the long stage RJ routes to SNB mainline, while the RJs will be deployed to shorter stage routes where the CASM gap isn’t (as) significant because the cruise is too short to take advantage of the fuel savings.
12-10-2018 | 11:10 AM
#55
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I feel like a broken record. That is why, unless said scope relief is offered, the NextGen SNB with GTFE will be used. They won’t replace RJs, they will simply reallocate routes to return the long stage RJ routes to SNB mainline, while the RJs will be deployed to shorter stage routes where the CASM gap isn’t (as) significant because the cruise is too short to take advantage of the fuel savings.
12-10-2018 | 11:55 AM
#56
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So, 145’s and 200’s will live forever, or we will go back to turboprops? Efficiency isn’t everything - will need to see how SNB’s are received by passengers. The B717 was somewhat of a flop with passengers. A CRJ900 has a lower CASM and the E175 still kicks its butt with United. Time will tell.
12-10-2018 | 12:00 PM
#57
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Well, Kelvin. Never said the 717 was a flow (or flop). I said it was a flop with passengers. What American airline other than Delta use it? How many new 717’s are being built? What DC9 variant is still being built? And, why?
12-10-2018 | 01:40 PM
#59
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ExpressJet might gain E175s but will lose their 50 seaters at a 2:1 or 3:1 rate as we progress into the next decade. XJT's 20 CRJ operation in ORD will be wound down early next decade (perhaps sooner) just as the AA operation in DFW is being terminated in one month. As of 2021, you're left with a ton of 15-20+ year old, 50 seat ERJ-145s, a high cost front line employee group (Top of Scale Pilots, FAs, Mechanics) with a higher hourly cost per hour when compared to every other FFD airlines and are in the perfect position to be wound down by a holding company that has viewed XJT as arguably their worst and most costly business mistake in the history of SkyWest Inc.
SkyWest wound down ASA from 2014-2018 and will do the same to ExpressJet from 2018-2022.
SkyWest wound down ASA from 2014-2018 and will do the same to ExpressJet from 2018-2022.
12-10-2018 | 01:59 PM
#60
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https://www.jdpower.com/business/press-releases/jd-power-2018-north-america-airline-satisfaction-study
Delta is a solid #2 with one of the oldest fleets in the country. Alaska is flying arguably the worst narrowbody as far as comfort and they’re well above the relatively modern American and United.
Economy people care about getting where they need to go at a price and time that is convenient to them. Business class people are going to have a comfortable ride no matter what equipment is on that route.
Most of the flying public are not airplane nerds.
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