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Originally Posted by sargeanb
(Post 389482)
I wonder what fuel prices embraer used when they came up with this: http://www.embraercommercialjets.com...tela=economics
I think it's a bit flawed. Im flying mostly E135's out of CVG, which I know will be gone by the end of the year. And at least for our company, we're supposed to be getting rid of all the 50 seaters in 5 or 6 years, as per mainline's wishes. The lower frequency of flights accompanying the use of the 70+seaters will mean less pilots will be needed, so the belt tightening will continue... I want to know what idiot thinks there is even a break even mark for an airplane. I know at ExpressJet our break even for charter is 1 seat sold!! And we are making a good profit on that! In all reality the break even point for an airplane depends on the market it is flying in. As well as if there is another airplane of the same size that burns less gas or a larger one that burns the same. Otherwise, until you invent a more efficient 50-seater, there is no price a gas that will prevent it from making money. |
Maybe the Boyd Aviation consulting business will be gone by 2013.
Airplanes don't grow on trees, Mr. Boyd, The RJs are here to stay until the industry can sustain a changeover. That changeover requires surplus cash. Who has any today???? |
Originally Posted by TonyWilliams
(Post 389317)
I wonder why we never hear from the major / legacy pilot groups clamoring to do ALL their company flying ?
If company XXX has a need for a 19 / 30 / 50 / 70 / 76 seat aircraft on any route, why doesn't that pilot group demand that it be done by company pilots in company planes ? Why is there a floating (and arbitrary) line of how many seats to be flown by company pilots ? |
Originally Posted by B727DRVR
(Post 389731)
At least that military vs. civilian v. military attitude seems to have died out.
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Originally Posted by STILL GROUNDED
(Post 390306)
And one of them has shown a carrier pilot how to land an airplane full of paying passengers with out dislodging thier teeth.
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Originally Posted by blastoff
(Post 389639)
Since much of the airline pilot profession, especially Legacies, is dominated by ex-military guys, some would consider it sacrilege to force a new-hire to go from F-15 to a Beech 1900.
In "The Airline Pilots" by Hopkins, the early days, 1930's or so, are discussed about the lack of mil guys. Mil avaition was small for many years. Have the majors changed because of the mil guys? WWII and Viet Nam pushed huge numbers of mil to the airlines but what is the affect? I understand the part about some of the mil egos. A few times I was amazed the plane could fly with with the huge ego "load" of my copilot. Should the 121 world be all civilain? Not looking for flame but trying to see where this is going. No, I will not be upset to be FO to my much younger CA. I am lucky to find a job. |
At the NWA/DAL joint merger presentation, the NWA rep stated that they are looking for 100 seat jets that are fuel efficient to replace DC9s and MD80s, but that they are not available at a reasonable price at the moment. Until then, I think the RJs will be flying but it looks like 50 seat RJs will be phased out in numbers over the next few years. 76 seat RJs will continue on until they are replaced with 100 seat jets. The 100 seat jets will be flown by mainline pilots unless mainline pilots give up on the current scope clause. NWA alone has 8 regionals flying their routes and that's way too many. Looks like the new DAL will try to consolidate and narrow down regionals flying for them.
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So is there going to be jobs?
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Originally Posted by SmoothOnTop
(Post 390259)
,
The RJs are here to stay until the industry can sustain a changeover. They are not here to stay. When it is cheaper to park them than it is to fly them they will go away. That day is coming soon. |
Originally Posted by tprangner
(Post 390623)
So is there going to be jobs?
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