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.

 

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.