I know, this like that old saying about the FAA, ask 10 FAA inspectors the same question and you'll get 25 answers. Multiply that by 3 if it deals with an MD-80 AD.

I was talking to a CA I was flying with here on the 88 about what if the 320 showed up, would you bid it? I'd like to think I would but like he said, the first time it shows up you really don't know what you're getting into. Will the trips suck, will you not be as senior as you thought, what are the guys like that fly it and so on.

But you also feel as if you don't bid it then there might not be any vacancies for a while so if you want it you need to bid for it. Hence the wringing of the hands.

Obviously before this AE you knew if you bid XYZ at ABC you'd sit around X%. But with this AE who knows. Thats why bidding % in category on an AE or MD is so important and especially so for commuters or people who have seniority and can get what you want but aren't sure if what they want is something they really want.

It's easy sometimes being on the bottom because the decision is made for you and you never have to look at someone junior and go, man I wish I had done that instead.

When I was hired they put up the drop for the class on the screen and we already knew or heard that NYC ER, NYC 88 we're there and maybe some SLC and CVG stuff. But what they put up there, after showing us DC9, 320, 330 and 744 as a joke was 31 slots for NYC 88 B. And I was like, whew! the decision is made for me and now I don't have to worry about messing it up. Then the real drop came out and Beer talked me into to the ER literally while waiting to bid and I'm glad I did it and I always felt like I'd lose it one day anyways so enjoy it and I did. I never wasted time at a hotel bar, I always tried to hit the road. I think Paris I walked for 10 hours one day.

Well, super's banned... I got an infraction. So much for sarcasm and good fun...

Apparently it has to be good ole fashion wholesome fun. I guess that's for the kiddies that browse the forum.

There's some old fashon wholesome fun!

You kids turn down that victrola so I can hear the picture tube...

HAHAHAHAHAHA! Same here man, same here. There is something about a bunny with random food on its bunny head that has me rolling. It's so random yet so funny! How did it even start!?!?

You knew they were going to ding someone for all of those Texas-esque pictures.

Just on a side note.

There are more than likely not going to be 320, or 9 slots on "this" bid in ATL. They will be flying though though.
Point is the 320 will come to ATL on one of the subsequent bids. From all of the 88 drivers I have talked to, about 50% said they would bid it.

Seems they are still "looking at" hiring in the not-so-distant future. Dusting of the cog if you will.

Next six months will be fun.

I LIKE!!!!

We will see (if)when the hit execute.....

Bombardier pushes ahead with CSeries
By Max Kingsley-Jones

Bombardier finally cemented its decision to go ahead with its 110/130-seat CSeries twinjet in March when launch customer Lufthansa firmed up its Farnborough 2008 deal for up to 60 aircraft. The airline has subsequently been joined by lessor LCI, which placed orders and options for 40 aircraft, taking total commitments for the Pratt & Whitney PW1000G GTF-powered airliner to 100.

Bombardier is pushing the CSeries as a small mainline jet, with the lower end of the Airbus A320 and Boeing 737 families firmly in its sights. The new jet, which is due to enter service in the second half of 2013, also threatens the top end of Embraer's successful E-Jet series - so it is no surprise that the Brazilian airframer confirmed this year that it is evaluating how and whether to respond to the threat.





Although the A318/A319 and 737-600/700 could find themselves fighting the CSeries, the one airline customer announced to date - Lufthansa - intends to use the aircraft to replace the 97-seat BAE Systems Avro RJ100s operated by its Swiss International Air Lines arm.

How the sales map will eventually look remains to be seen, but with Bombardier claiming "over 150 customers showing strong interest" it is likely that the new twinjet will be adopted by some network carriers for their thinner short-haul routes, or perhaps for some of their longer sectors. Bombardier sees a long-term market for 6,300 aircraft in the CSeries category over the next 20 years.

With the full launch under its belt, Bombardier is undertaking the detail design phase and aims to begin the product definition release phase around a year from now. The target is for the certification process to begin during the fourth quarter of 2011. Flight test and type certification is expected to last 18 months.

The airliner's wing and empennage is predominantly carbonfibre, although advanced alloys are used for the wingbox ribs and slats with titanium employed for pylon and gear attachments. The fuselage, which has a five abreast cross-section, is of aluminium lithium construction with carbonfibre elements such as the aft section and pressure bulkhead.


© Bombardier


Rockwell Collins is supplying its Pro Line Fusion system for the CSeries five-screen, sidestick equipped flightdeck.

Powered by two 21,000lb (93.5kN) or 23,300lb-thrust PW1500G GTFs, Bombardier says the family will offer a 20% fuel burn advantage and 15% better cash operating costs than its in-production rivals, with direct maintenance costs expected to be 28% better.

Final assembly will be undertaken at an all-new plant at Bombardier's Mirabel site near Montreal. Sections will be supplied from sister divisions and outside partners in North America, Europe and China.