Longest Us Rj Flight?
- Thread starter Light Years
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ITRADE
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Over time, you might see spots like DFW and whatnot seeing a bit more E-170 service. My guess would be that this would be additional frequencies (in addition to the existing jet service) that is added if and when business travel increases.
CLT-DFW runs 4x daily with departures at 08:00, 14:30, 18:15, and 20:10. Slotting in one single E-170 during either the 10:30 or the 12:00 bank.
Same goes for CLT-IAH.
CLT-DFW runs 4x daily with departures at 08:00, 14:30, 18:15, and 20:10. Slotting in one single E-170 during either the 10:30 or the 12:00 bank.
Same goes for CLT-IAH.
IAH-PHL and DFW-PHL are both considerably larger markets (based on O&D) than DFW-CLT or IAH-CLT. With the Embraer 170 able to handle the stage lengths, it would not surprise me at all to see DFW-PHL join IAH-PHL as a Midatlantic route. IAH-CLT and DFW-CLT are both within the range of a CRJ or ERJ, though the 170 would be a more competitive product for passenger preference. CO is already all-ERJ between CLT and IAH, while 3 of AA's DFW-CLT frequencies are ERJ-140's.
LIke I said, I don't see IAH or DFW staying mainline US what with the range of the 170 and CR7. It's a sad fact, but it's probably cheaper long-term to modify the jetways at DFW than it is to pay mainline salaries (ramp, customer service, pilots, flight attendants) for serving that airport. And I'd say that the vast majority of the non-O&D traffic US sees on its flights from IAH & DFW to the hubs is extremely low-yield, so they probably want to shrink capacity. IAH-PHL yields are going to drop quite a bit in about 2 weeks.
Like I said, my prediction is that both DFW and IAH go Mainline Express if the company makes it long enough to implement that change.
LIke I said, I don't see IAH or DFW staying mainline US what with the range of the 170 and CR7. It's a sad fact, but it's probably cheaper long-term to modify the jetways at DFW than it is to pay mainline salaries (ramp, customer service, pilots, flight attendants) for serving that airport. And I'd say that the vast majority of the non-O&D traffic US sees on its flights from IAH & DFW to the hubs is extremely low-yield, so they probably want to shrink capacity. IAH-PHL yields are going to drop quite a bit in about 2 weeks.
Like I said, my prediction is that both DFW and IAH go Mainline Express if the company makes it long enough to implement that change.
Light Years
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These #'s are correct. At Mesa the longest flights we make in the CRJ200 are PHL-MSP blocked at 3:07 going (2:53 going back). It was about 3:17 in the winter. PHL and DCA-MCI is second longest at about 2:55 or so. PHL-IAH, CLT-MCI, PHL-BNA, PHL-STL, PHL-MKE, CLT-BOS, CLT-YUL, CLT-PWM, PHL-ATL, PIT-MEM are all over 2hrs.sfb said:
In my opinon anthing over 2:20 block (about 1:50 or so in the air) is to long. Especially with the loads being so full. MKE, ATL, MCI and BNA all have load factors over 85% the last couple months. Time to move to larger aircraft. ESPECIALLY ATL AND BNA! Please. -Cape
ps the CRJ can take all 50 people and bags to all these places except for days with the worst weather requiring a second ALT.
Very True about NOT CARING if you use a Jetway or not.
I think we should sell them system wide to save ca$h.
RJ's have been parked on the ramp and the Company could care less if the Passengers get wet or not. They DO NOT CARE about C/S.
Most Stations could use a Bridge Plate which costs less then $1000.00, but seems the Company would rather borrow from other airlines.
We were told we would have one shortly after AA refused to allow us to borrow theirs anymore. It has only been two years but now we are told we are about 48th on the list for the Plate.
What a JOKE, Mr Lakefield how about some help in this matter ! ! ! !
I think we should sell them system wide to save ca$h.
RJ's have been parked on the ramp and the Company could care less if the Passengers get wet or not. They DO NOT CARE about C/S.
Most Stations could use a Bridge Plate which costs less then $1000.00, but seems the Company would rather borrow from other airlines.
We were told we would have one shortly after AA refused to allow us to borrow theirs anymore. It has only been two years but now we are told we are about 48th on the list for the Plate.
What a JOKE, Mr Lakefield how about some help in this matter ! ! ! !
Prince of PAWOBs
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At PIT, jetway use depends on where you park and who you work for. Transstates' ERJ's and some of PSA's CRJ's, along with any DO-328's, DASH-8's, J-41's and the not-to-often unlucky Mesa CRJ have to use the ramp/stairs scenario. The other half of PSA's CRJ's and all of Mesa's and Chatauqua's ERJ's use the jetways, unless a gate conflict occurs. PIT was in the process of converting/fixing all of the jetways in the A concourse to operate with the regional jets, but it seems that the process ceased abruptly right after the status change announcement.
Honestly, I have seen CO at PIT hook up their jetway to a B-1900D before, so maybe it depends on how good the jetway mechanics are at a particular station.
If you are a hub or a "focus city", jetways should be your number one priority. Weather considerations aside, the safety issue of having passengers in a SIDA area where they could either get hurt or do something stupid or heinous can be greatly lessened or eliminated with jetway use.
Now, if only you could use the jetway power and air on an RJ in PIT......that would be something!
Honestly, I have seen CO at PIT hook up their jetway to a B-1900D before, so maybe it depends on how good the jetway mechanics are at a particular station.
If you are a hub or a "focus city", jetways should be your number one priority. Weather considerations aside, the safety issue of having passengers in a SIDA area where they could either get hurt or do something stupid or heinous can be greatly lessened or eliminated with jetway use.
Now, if only you could use the jetway power and air on an RJ in PIT......that would be something!
Light Years
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jimntx
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AE used to have an RJ that flew XNA to LAX, and another that went DFW to BOI. Don't know if those routes are still served.
They currently have an RJ that flies DFW to NAS. That's 1300 AAdvantage miles--don't know actual distance. Flying time is 3:13.
They currently have an RJ that flies DFW to NAS. That's 1300 AAdvantage miles--don't know actual distance. Flying time is 3:13.
Light Years
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RowUnderDCA
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Gee, I found the CRJ-700 uncomfortable from IAD to YY? (Montreal).
From what I've read, I wouldn't put the 170 in the RJ category in regard to comfort... not even close. I have flown the ERJ-145 from CLT to LIT and that was pretty comfortable, but I was in the 'single' side (nothing to do with my marital status).
So, PHL to IAD in a 170 is fine for comfort.. but I'm not sure it's fine for the market. Shouldn't U fly big planes to big cities for reasonable prices? Well, I guess, you would be only serving the PHL based pax, so maybe that's right.
From what I've read, I wouldn't put the 170 in the RJ category in regard to comfort... not even close. I have flown the ERJ-145 from CLT to LIT and that was pretty comfortable, but I was in the 'single' side (nothing to do with my marital status).
So, PHL to IAD in a 170 is fine for comfort.. but I'm not sure it's fine for the market. Shouldn't U fly big planes to big cities for reasonable prices? Well, I guess, you would be only serving the PHL based pax, so maybe that's right.
Light Years
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