Bombardier sells 24 CRJ900 aircraft
 

Bombardier sells 24 CRJ900 aircraft to undisclosed customer - Business - CBC News


Undisclosed buyer.


Let the cage match begin!

Old news no one knows


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Could be overseas.

Old news announced yesterday?

you twitter kids........

Probably is.

The US carriers I can think of that would purchase more have options available.

Delta for ramping up their SEA operation? Just a thought...flown by a regional of course.

If your thought is true StuckMike, Compass would likely beef up presence out west more and the 900s go to Endeavor to take over the mid-country and east coast flying that remains from Compass. Just my .02 expanding on your thought.

I don't think Delta can add anymore 76 seat jets into the fleet beyond what they already have ordered.

Rumor that I have been hearing is Endeavor is getting these. This will start the upgrade story that we need here. Pair this with the fo ssp and we will have a very quick upgrade and movement to delta.

Normally it is asian carriers that do the undisclosed orders.

They have 30 available, but are not likely to max out the scope. That is why they have been expanding the 717 flying.

I would have thought after being furloughed from XJ and then working for 9E you would stop drinking the koolaid...the light at the end of the tunnel isn't always more airplanes, but sometimes a train coming in the other direction...

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...

Not anymore. They award so flying to Shuttle America earlier this month.

No

................

They awarded E-170, that's a different seat range in the SCOPE section.

51-70 seat max of 102

71-76 sea max of 223, once Endeavor takes delivery of their last CR9 DAL will have 193 76 seaters in service. DAL will have to park 50 seaters due to the addition of the last 30 76 seaters above 193 and the ratio is very steep, i believe it's close to 1 to 4 ratio. I am not in the DCI system so I don't keep as much track, but the E170 awarded to RAH are likely to be capacity being moved around the system and not additional lift. The flying will come at the expense of someone else as I believe Delta is maxed out on the 51-70 seat range with 102 airframes.

Easy....fuel burn. From what I've seen, the CRJ burns less fuel than the ERJ does.

Anyone know how many 50 seaters are even left in the DAL system. 9E has parked a bunch of theirs and soon the CHQ (now Shuttle America) 145s are going to get parked. Now sure how many, if any, SKW and ASA have parked. How many does that leave?

Fuel burn is a small piece of the puzzle, it still doesn't explain it, if it was purely fuel burn wouldn't the other majors be buying CRJ's left and right?

And we'd see a LOT more Q-400s flying around if it was all about fuel burn. I think Delta got a killer deal it couldn't refuse from Bombardier to buy all of those 900s. The Embraer is more expensive but there's a reason why. Pilots and passengers both say it's a better plane than the CRJ product.

Wouldn't a little diversity in the regional fleet be advantageous? Say an onerous AD targets the E-170/175 fleet, you can still have your CRJ fleet going strong and vice versa. Plus a major can use the competition between Bombardier and Embraer to get the best deal going forward? Yes, I realize Southwest and Alaska are single fleet types, but there have to be some disadvantages as well. And though the 175 is a nice ride, I don't think the -900 is *that* bad. Maybe that's just me.

As of last week, Endeavor had 74 CRJ200s left, by the end of January it will be down to 50.

And no one cares or makes their ticketing decision based on that. In the vast majority of cases even if they wanted to it would be too hard to figure out. Often the regional and the plane operating a given flight changes with the day of the week or time of the day. Its silly to think all these pax are doing the legwork and trying to book "E Jets" over the CRJ-900 lol :rolleyes:

Yeah yeah, I know, "my neighbor is a power medallion busy businessman busy with business and he always books the E Jet product, blah blah blah" but honestly, does anyone really think more than half of one percent of pax actively tries to book one over the other? And even the percentage that does, how many actually change airlines to chase the glorious "E Jet" lol

I knew we can't staff our 50 seat product but wow I didn't expect 24 frames in 5 weeks. Sometimes I wish I was a fly on the wall of the 7th floor of C Tower to see the big picture. If DAL is parking 50s that fast system wide they certainly could add more 900s to the fold if they chose to.

I think there was a memo or update out several months ago saying we only had 60 something left. So, fast-forward a few months we should be in the 50s or less already.

sitting around 1300 active pilots...
81 900s is 850-900 for current staffing
leaves 3-400 or so to staff the 200s.

Supposed to have all the 900s on property this month.

Guys relax, no need to be bouncing off the walls. My guess is Endeavor or overseas.

ELOHEL, Imma laugh when these things end up in Egypt.

I agree the percentage that go out of there way is very small. The disdain is apparent however, just not enough to change enough peoples minds. Just a week ago I had an older gentleman and his wife get up from the back of the airplane and nearly knock the flight attendant over as she was about to close the door. He apparently didn't know the aircraft was that "small" and became claustrophobic and had a violent anxiety attack and needed off immediately. They decided to drive instead. (ATL-AVL) :o

-2263

Maybe not between flights at the same company, however, when selecting an airline, it plays a bigger role than you think. That's why Delta is sending the E175 to SEA to compete against Alaska.

you mean dougie did not get them for mesa or psa, i cant believe that.

The more salient point is that US carriers just don't do the undisclosed order thing. They'll announce the mainline carrier and let the regionals squabble over it at the least.

Thinking that these have any reasonable chance of going to a US carrier is setting yourself up for disappointment.

I still think the net effect is highly exagerated on the forums. It plays an incredibly small role; barely enough to move the needle.

As for CPZ, I think that they think that CPZ thinks that the pilots think that they are so married to their airline/flow/advancement that they will be able to staff even a radical transcon shift in basing/allocation. They see CPZ as somewhat operational for the foreseeable future (12-ish months, maybe 24) in tact and picked them to do it. They had to pick someone. Who else was it going to be? PCL is teetering on the fulcrum of their own viability as it is, and SKYW is gearing up for a potential C-Series war plus an upcoming rate reset battle so I doubt DL wants to give them leverage in the most crucial growth market in the network right now. Who else could do it? Mesa? Air Wisky? Eagle?

TBH the CRJ9 product isn't that bad. The 700 is awful because they removed the forward lav. The 700 and 900 is way better than the 50 because the floor is lower and the windows are higher, the AC actually works on the ground (plus recircs) and its not nearly as weight/balance limited. The magical E jet is a better tube, but who cares. Seriously. No one cares. The A320 is a better tube than the 737 but I doubt SWA loses any sleep (or customers) over it.

No one is switching airlines over the possibility of getting an C jet over an E jet. Its just not a factor in the real world.

My argument wasn't based solely on passengers picking a certain airplane when looking to go somewhere. Most passengers aren't that savvy. However, when they DO end up getting to the airport and step on the plane it's a noticeable difference and will or won't pick that airline again due to the "experience" they had on that flight. A person may or may not realize what kind of airplane they're flying on but subconsciously they're judging the aircraft. If they step on an Ejet they feel better. If they step on a CRJ they feel claustrophobic and will say "Ugh, I hated that Delta plane...it was so small".

I'm sure it's a small reason why an airline (most recently American) will splurge on the Ejet over the CRJ. It's a better product in the publics eye.

I disagree; most of the time, the next flight they'll still select the cheapest ticket, CRJ or not.

Plus odds are that if it's an RJ on one ABC airline then it's likely to also be an RJ on XYZ airline. It's one thing to want to avoid an RJ but I don't think too many consumers are that fussy when it comes to choosing one RJ over another. I have many flights as a passenger on a CRJ900 vs EMB170 and it's not that much of a difference of a flight experience.

I think your argument is invalid for several reasons. Alaska is getting Embraers for SkyWest, why didn't they buy CRJ's...guessing it has to do with range. The Embraer also is more flexible in short field conditions, take for example Chicago Midway, I've piloted both a 900 and a 175 in there, and Ide take a 175 in there 24/7/365, due to its flexibility in lowering ref speeds with a full flap configuration rather than Flaps 5, range wise the Ejet is a better product, it allows greater range and the ability to be less restrictive on weight, again I've flown both over a route like LGA-DFW, in the 900 you'de be stopping for gas with a strong headwind or having an alternate, the Embraer wouldn't be as restrictive. The 900 only has a forward galley, if your catering during boarding then you have to stop, not so in the Embraer. VNAV in the Embraer allows for lower approach minimums on certain GPS approaches. I could go on and on simply put, having 1500+ hours in both airplanes Ide take the Embraer over the CRJ every day...

All of your points only apply to a tiny fraction of a percent of most routes most of the time.

Who cares if its a better short field performer? The CRJ gets into almost anywhere and CAT 2 is almost, almost, always more than enough. The E jets may have the fraction of a percentage edge with a few routes but they are hardly the game changer customer magnet people are trying to make them out to be.

Not only that, but DL still has way, way more than enough in their fleet to allocate to the rare market that requires the performance, or in the extremely rare market that actually demands their presence.

You guys are trying to make it sound like the E Jets will rule them all. :rolleyes: LOL the difference is almost nothing, and DL has way, way, way more than enough to cover the very few examples where they are really required or significantly selected in the marketplace.

For all the other markets, if the CRJ product is cheaper then it is the superior product.

You're making the assumption that price tag is the sole issue an airline makes when purchasing an aircraft. If the Ejet benefits got outweighed by price, then you wouldn't see a mass purchasing of it across the industry. I'm sure you know exactly what DL management is thinking and considering with regards to aircraft purchases. Must be why you fly airplanes instead counting beans.

You should take a poll of people getting off Spirit Airbus flights and then take a poll of those getting on the following outbound. I'd be there's more repeat business there than you'd expect. And it's because they are a bunch of cheap azzez that look on Orbitz and find Spirit's base ticket $10 cheaper than a Delta Economy Plus... never mind that by the time they've been nickeled and dimed to the destination, they've paid more and had about 5 less inches legroom.

Apples and Oranges. Delta passengers and Spirit passengers are on two opposite ends of the spectrum. Delta caters to the business traveler. Spirit caters to those who are more likely to buy a Greyhound bus ticket but splurged and got a Spirit seat.

So yes, you are correct. A typical Spirit customer would almost always go back and buy another ticket on Spirit because money is everything. If you threw in a Delta medallion member on a Spirit flight they probably rather poke their eyeballs out rather than get on another Spirit flight ever again.

I think the biggest customer complain about the CRJs (and the 145) is the whole valet tagging of their rollerboards. Not only is it a pain in the ass sitting there on the jet bridge, exposed to the cold, but often it could mean the difference between making their connection or not. That shows how $$$ trumps all, including better customer service.