Is this airliners.net? I hope you guys know you've scared every woman at least 5 miles away from this thread.

If they didn't book 30 minute connections they'd have a better chance of making their connections.

Bombardier sells 24 CRJ900 aircraft
 

Simple. 900 is cheaper to buy and cheaper to operate. If it is Delta, they notoriously love a deal. From what I understand, bombardier is on shaky ground having invested so much in the C series without any sales yet. Could give Delta (or anybody) additional leverage.



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The CRJ vs. EJet argument is so dumb. No one cares except the pilots who fly them! No one even notices the difference except the non revs and the medallions!

If you pull 10 coach passengers on a CRJ 900 or EMB-175 (especially this time of the year) and ask them what airline they are on they will say Delta. Ask them what airplane they are on and they will have no clue. They think they're on mainline! And almost every time I deadhead on an MD88 or an A319/320 I hear people complaining about "this little airplane". Hell, I once heard that comment on a 757-300 going from ATL-LAS! Most of the general public have expectations of a wide body jumbo jet on every flight over 500 miles. It's idiotic. No, the public doesn't care what RJ they are on, they just want the cheapest ticket. The medallions will b!tch and whine no matter what you do.

I heard from some buddies who started doing contract instructing on the CRJ at CAE these planes are heading to Garuda to join their CRJ1000 fleet.
Just as 80kts said US airlines don't do undisclosed orders.

Where do you get this BS? We fly LGA-DFW all the time, and we don't stop for gas. We also flt DTW-MTY (Monterey MX, I'll spare you looking it up) in the winter. Over 1400 miles, full load and alternate, no fuel stop.

Do the pax really care if the FAs are inconvenienced? (They don't). Most DAL stations hold coach boarding until the 1st round is served anyhow. And I've seen this same problem on an MD88. Guess DAL should dump them too, lol?

Oh please! How often do you actually rely on a GPS approach to get in somewhere? I have been flying for and airline for 15 years and I can count on one hand how many times I've done an actual GPS approach in line flying. And it's always been into places like Dothan, Alabama or Fayetteville NC. Everywhere else you're flying an ILS, and Cat II is Cat II. Unless you've got an autoland, you're in the same boat as all the other RJs.


Please don't. I'm sure we're all impressed with your whopping 1500+ hours in both airframes (lateral move anyone?) but that doesn't make you an expert on route planning. I know you love your Big Shiny Real Jet With Engines Under The wings, but at the end of the day, it's still just an RJ.

We do RNP approaches all the time in the E190 and yes they do get you down lower then the CRJ depending on the company, but you are 100% correct that the ILS is the best option for now.

This! So far the best and closest to accurate post. The guy that opened this thread needs to relax. No need to getting all excited and bounce of the walls. Probably a PSA guy like the one opening a thread saying "psa announcing ord base" when in reality the article only indicates operation in ord as fly through but no actual base. Oh geez these psa guys spreading false rumors I'll tell ya

[QUOTE=Captain Tony;1794193]Where do you get this BS? We fly LGA-DFW all the time, and we don't stop for gas. We also flt DTW-MTY (Monterey MX, I'll spare you looking it up) in the winter. Over 1400 miles, full load and alternate./quote]

Just an observation however every time I've done DTW-MTY in the 900 with an alternate and full payload, it was with a planned fuel stop in MEM. The E-Jet does have slightly longer legs than the CR9.

-2263

I did that once, but it was filed with a 150KT direct headwind. And the DX had still filed it direct, but we were going to bump 20 pax. Most of the time, it's no problem.

Relax? Lol

Just posting the news and watching the fireworks.

I don't give 2 $hitz.

In the past week 9E twice has had to do fuel stops in BNA on both the JFK-SAT and JFK-DFW legs thanks to strong headwinds. I think at the LGA base there was a fuel stop included on the LGA-IAH leg too. Does seem the E-jet has a slight range advantage.

Getting a little defensive about the miracle E Jet aren't you? :rolleyes:

The fact remains there is no significant difference or advantage in getting the E jet over the larger CRJ's at this point for DL. But how could that be? The E Jet is this radically superior game changer and only those who have it can succeed? :confused:

One of the more persistant myths out there. DL and all large airlines cater to all travelers. A lot of so called "LCC's" fare structures are pretty shady bait and switch tactics. Doesn't one of them even charge a kings ransome for a paper boarding pass, which is required to board? LOL!

No airline the size of any legacy or anywhere close can survive by somply "catering to the business traveler". There aren't anywhere near enough business travelers to fill networks of that size; not even close.

Yet every so called "LCC" and every future ponzi scheme start up that comes along always tries to float the same lie. Hey, why not though? Airport boards keep buying it! LOL!

Depends on the station I guess. I'd MUCH rather valet tag my large carry on and have it returned to the top of the jetbridge than hope to get to a mini E Jet overhead first so I can cram jackets and computer bags into the corner of one of their mini bins and put my roller board in the long way because it still can't fit wheels first. :rolleyes:

Some stations take forever to bring the valet bags up, and that is a PITA. Others are pretty fast about it though and when they do it right it works well. Either way though, that's hardly a game changer either. Its also nicer when the cabin runs out of room (which happens a LOT on every plane type from CRJ ro ERJ to Mainline) valet tagging is vastly superior to the "gate check" wormhole hoping you see it again on the other side, which is exctly what you get on the overhyped E Jet most of the time when its full, which is often.

Its not my intention to defend the CRJ series regional jets; there's nothing special about them and they aren't as good as mainline. They aren't even as good as the larger EMB's. But neither is the revolutionary game changer must have some people are trying to make them out to be. Some "RJ's" suck a little bit less than other RJ's. Big deal. There is clearly an advantage for DL to get some more CRJ's. Maybe its price maybe its staffing maybe its a long term chess move looking 5-10 years down the road with the upcoming "rate reset" and other contingencies. Who knows. Who cares. Watching the regional version of pilots fawning over their 757 (E170 series) is pretty entertaining though. :rolleyes:

I think it's funny how you sit there and criticize everything in my post, and take shots at me, you seem awfully defensive about your CRJ...says the 15+ year lifer at ASA/Expressjet...seems like other people in this thread are discounting alot of your statements ;). My post was not bashing the CRJ in any way nor was it bashing any airline, we were simply discussing differences in AC and flexibility, yet you feel inclined to puff out your chest and start personal attacks, boy, I'de love flying with you on a 4 day (sarcasm)

Defensive? How do you get that. I don't even fly the thing. I'm not saying it's radically superior. It's an RJ for f's sake. I'm saying that it isn't always about being the cheapest.

I didn't say it was always about being the cheapest either. Cheap can mean a lot of things besides acquisition costs of course, but whatever.

The defensive comment was in reference to the "shut up and color you stupid pilot" vibe about anyone disagreeing with you not having the cranial capacity to "count beans". That's how it came across, but again whatever.

This order in question likely isn't even for DL or possibly for any US airline, who knows. Who cares. The regionals are going to get whatever planes they are going to get. While I admit the E170-190 series has a nicer cabin with longer range, lower landing mins in some cases and shorter field performance, the fact remains that all of that…all of it…is 100% irrelevant on the vast majority of routes its used on. On those few routes where it truly is a difference maker, DL has plenty of them in the fleet to allocate to those few routes and then some.

The 757 is a superior plane too. But they don't make it anymore. Seems like cost really is the most important factor. The E175 is a nicer tube than the CRJ900. And no one cares. At least no one cares enough to change airlines over it. :rolleyes:

That's all you've got? Lol!

Im honestly not sure why DL keeps buying CRJ's... AA and UAL are buying Ejets left and right, pax love em, and they are less restrictive to certain airports...a CRJ will always be a CRJ no matter how long the tube is...[/QUOTE]

Ok think about this....in the US Airways system there are a lot of the Ejets. However they are not better and here's why. There are NO EJETS handled by PDT ground services, AKA Express terminals at any hubs. They are all handled at mainline gates with mainline ground folks. And that IS NOT cheaper than pulling up on express ramp and dropping the air stair door. And it takes ONE belt loader, couple guys. Ejet is two belt loaders, and a scissor truck to cater. CRJ needs a golf cart. And if you think that it costs the same to have a crew of PDT Express ground people compared to mainline you are wrong. So just that point alone is enough reason why these airlines keep buying the CRJ product. And this goes for all three majors. Who wants to give up gate space at LGA or ORD when you can stack CRJs five deep and drop the steps. And all three majors have regional ground ops for the Express Connection Eagle end of things for a reason.

As far as undisclosed orders are concerned. No public company can secretly order airplanes with publicly traded funds WITHOUT disclosing what they are buying.....SEC frowns on hiding billion dollar spending.
So chances are its overseas. or a private US airline.

Definitely not a myth. Delta cares more about the HVPs than anyone else out there. Their business accounts, which make them ridiculous amounts of money, matter more to them than the leisure traveler from SEA-HNL. Look at the amount of time, money and effort spent trying to make these medallion members happy. The leisure travelers fill up seats in the back and help pay for the gas. Baggage fees from the peasants help cover the rest of the operating costs (yes, I'm being fiascos but you get my point).

And the EJet is better than the CRJ captain tony. ;)

At the end of the day they are both RJ's being flown for peanuts. Passenger satisfaction between the ERJ and the CRJ are very similar according to what I have seen on deltanet. The individuals arguing over whose airplane is better should take a break and go drink a beer and watch football and then get laid. What a stupid argument.

http://i.imgur.com/ZI2GG99.png


http://i.imgur.com/sHp0CyK.png

Totally a myth.

Yes, of course DL cares about business travelers. Maybe even more than most or anyone. But my point stands. Take away all non business pax and every US airline liquidates instantly. Just because you focus on certain passengers/markets doesn't mean you're not competing hard for the others. Thats like saying Ford only cares about the F150 and they have no problem surrendering as much of the rest of their lineup as the competition wants to take, whenever they want to take it.

Yet here come the LCC's lobbying the gullible airport boards with their own money thinking they have cracked the code with the "Southwest Effect" dujure. Pulling demand out of thin air, all from Greyhound, if you build it they will come, blah blah blah. Nevermind that a large amount of their routes are between well established, extremely highly saturated markets but I'm sure they'll be manufacturing millions of new customers per year in each one LOL!

Yes DL cares about business pax. Of course. But they care deeply about leisure and infrequent passengers as well because they add up to numbers so big you can't run an airline without them. They are every bit as mission critical.

Thank you, why did it take 7 pages of nonsense for someone to point this out?

There WERE no Ejets handled by PDT. Lately, though, they've been getting parked on occasion on the DCA commuter ramp.

"Welcome to our world!" He he he...

I can't believe how many pages were spent over the most insignificant bloody argument.

I think the SkyWest Ejets with the swept back winglets and LED external lights are better than all the other ones with the more vertical winglets and conventional external lights. They're not as blinding at night. Sheesh.

i dont get how threads go from talking about who might have bought planes to just blood bathes between whos D--- is bigger because of what plane they fly.

So, any word on who did purchase them?

Because internet

They're called Enhanced Wing Tips! Don't disrespect the mighty E Jet !!!!1!!!

It's just another ****ing airplane

No it's not! It has first class and engines under the wings!!!

900 has first class

3 of us were booted off a E Jet this summer out of MDW-DTW we were trying to go the LHR and I chatted up the crew before. As I was leaving they said they couldn't take off due to performance. Not landing weight restricted but something to do with the runway being too short. I don't know much about the E Jets, but it seems like I've only been MLW restricted in all the CRJ's.

Late to the pile-on, but can't help myself

E-jet family is Cat IIIB autoland capable

I've never had two belt loaders. It really is just done with one for us.

Practically speaking, the front bag compartment is the only one used. You've gotta get over 100 bags into a 170 (over 110 bags for the 175) before you start putting anything into the aft compartment. It also works out well with the CG by loading it that way.

I will concede you are right about the catering, but catering is also easier in some ways because you can service the Ejets from the front or rear of the aircraft since there are full size doors in the back galley too.

Were you on an E140/145? Sounds impossible on the E170/E175. The plane does LGA-EYW, CLT-EYW, and DCA-EYW. FYI, EYW is a 4800' runway.

[QUOTE=thump;1796172]

E-jet family is Cat IIIB autoland capable


whats CRJ ILS caps

Cat II unless you find one that actually has the HUD installed.

Nope Compass 170 or 175 don't remember which one my gf and I plus another non rev and I think his gf were bumped. I was shocked it was a T/O issue then again it was a warm day but still MDW-DTW is a quick hop.

so an ex horizon crj? no idea where those are nowadays