NovemberBravo

Bingo, Mesa and Skywest wouldn't have that issue and no one will have staffing issues for a while. Things just depend on if Gojet can get funding.

STLPilotGod

I don't believe the process is as complicated as Claxstarr believes. The 550 is a 700 with fewer seats and a soda bar. Wt balance program is different but not much. What is the current 700 to 550 training process?

Coming out of some place in chicago called "The big willy", I'm hearing that Delta is dropping 200 flying with skywest and 70 200s are going to the Utah desert. 550s, 29 of which are already owned by Skywest and/or The Bank of Utah, are going from Gojet back to Skywest to fly. Skywest will not furlough anyone if the pilots will cut down guarantee to 60 hours. Another 36 550s (I didn't think there were that many out there) will go to Air wisconsin and Mesa in some combination. Some of these might also go to skywest. Skywest is then expected to start pulling the 200s out of the desert as the airlines start coming back.

This info is not reliable I'm sure as things are constantly changing. He's not a pilot or in the training department but is best called the King of the Spreadsheet. Back in February I had to explain to him that planes would never go from TSA to Expressjet and then 175s to Skywest because Expressjet pilots would never give up their new 175s. I guess I blew that one. But all scenarios end with HK being paid to say goodbye.

ninerdriver

Training can't be a big deal for the 550. 700/550 differences would be even easier than 700/900 differences.

However, it costs money to turn a 700 into a 550. There's a capital cost for physical conversion, and there's a capital cost to Mitsubishi for the 550 certification.

OO is smart enough to not put that kind of money into a model that might not have a future. G7 was desperate enough to front those costs in order to stay in business, but they're apparently out of money to keep fronting those costs.

If OO leased 700s to G7, and G7 has to return those planes to OO, then OO will fly those planes as 550s for as long as they can. It honestly wouldn't surprise me if OO's long game included assuming G7 would default on the leases after the conversions were done, so the conversions could be done on G7's dime to OO's benefit.

VOLS FLYER

G7 didnt pay for the conversions, United did. Those words are straight from upper mgmt of G7 to myself.

pangolin

I'm a Mesa guy. The planes need paint and an interior refresh. 3 classes of seats as well. Closets and the "self serve bar" which has become an issue now with COVID. So JO has proposed a 550 Light - without the beverage bar. They still need paint. Some of our 700s still have a little left on them.

dino87

Info is not reliable is an understatement.

The 550 is the same type rating as the 700, just a different W&B. However, the 550 designation/classification is owned by GoJet, not United. Air Wisc only flies the CRJ200 and from my understanding own all of their planes. If they wanted to get into the 550 market, they would have to purchase lease/purchase more planes in place of their 200s, and pay GoJet to use the designation/classification.

At one point, I had heard that Skywest contacted United about flying the 550s and United told them straight up NO!!!, they will only be flown by GoJet. United said they would probably get rid of their CRJ200's and ERJ145 by the end of the year. Internal sources indicate they love the 550s and have no intention of getting rid of them. They have also indicated that they love the job GoJet is doing.

So, lets add to the rumors: United initially asked GoJet to hold off on converting more 700s, (this was a couple of months ago when planes were first parked. However, recently, the mechanics were brought back and told to continue the conversion process in preparation for putting more 550s in the air. The United scope with their pilots require that for every two mainline planes that are parked, United has to require a regional 50+ seat plane to be parked. With this in mind, United has to park the 700/900/175. Add to this that the cost to operate the 550s is among the lowest and United will start operating more of the 550s as demand increases.

But as others have said, the situation is very fluid. No one knows what will be the state of the industry 6 months from now.

RabidW0mbat

So you’re saying G7 “owns” the type certificate? That’s the funniest thing I’ve heard all day. If an airline could own a type like that, why aren’t carriers like Southwest working with Boeing to develop their own variant, and make money off those deals? Because it doesn’t happen. Keep telling yourself what you need to hear, I mean I get it, but when you have multiple carriers circling because they smell blood, one needs to take a good hard look in the mirror regarding GoJet’s chance at survival in the long term. Likely scenarios, OO takes a portion of the flying along with Mesa, along with ZW getting a piece of that pie. ZW doesn’t put a nickel toward something unless there is a near guarantee of an ROI. Why would they be adding the 550/700 type to their operating certificate? That costs money, and for the oldest regional to being doing that tells me they already have an opportunity, they just historically hold their cards very close until they have to make a play. Good luck to all, I don’t wish a single pilot out of a job, but I think it’s clear TSH is faltering.

Claxstarr

The cool-aid is strong with this one

Meow1215

Yeah because G7 Mgmt has a track record of being truthful.

Meow1215

Uh no, the CRJ-550 variant of the CL-65 type is owned by Mitsubishi and can be sold to anyone that pays. Yes, the variant was produced for GoJet at their request much like the CRJ-440 was for NorthWest. The 550 has some limitations built into it that comply with UAL scope. However, if what you are proposing was true, Boeing would still be an airline. You cannot be a manufacturer and an airline.