dera

Now normalize the CASM to the average segment length and you'll see the point of regionals.

maxjet

CASM is just that. Per mile. Regionals were a good idea gone bad. In the words of JO himself. “They are not set up to be profitable and they never were.” They have been a necessary evil to compete and keep your turf until now. With the pilot shortage the majors have to consolidate assets (crews) until the single pilot thing goes thru. Regional industry is in for a contraction.

AA just announced that they are dropping some regional airports. First shot has been fired

TransWorld

Delta and United already have, as has American.

dera

That's why you cant compare regional CASM to mainline CASM. The overheads are divided over shorter flights. If regionals would only fly things like DFW-YYC, they would be substantially cheaper. But the DFW-ACT flights destroy their CASM.

UsernameTakennn

Hi, I'm pretty new to reserve.

I missed a phone call from them, I called them back 6 mins after the call but they had already assigned the trip to someone else. And it shows UOR on my schedule. How will this affect me?

Mando0530

If you were on ready you have 10 mins to call them back. If you were on 2 hour call out. You have 20 mins. Call them and tell them to remove the UOR they might tell you to call the chief pilot which is fine he’ll help you out. It’s up to you to know the contract and call them out when they violate it. Read section 13-N in the contract. In fact read the entire contract.

terks43

Assuming you are still on the same work rules as when I left I would call scheduling and dispute that code. You have 20 mins to return a call when on short call and 10 mins when Ion ready. 13-N-16-a-(3) For short call and 13-N-19-c-(4) for ready. If they won’t do it then get ahold of your base chief to change it.

maxjet

I couldn’t disagree with you more. The longer a RJ flies the more inefficient it is. Along with a lack of seat revenue, very poor fuel burns and it’s inability to haul any freight, makes it a lead weight in the competitive markets of today. Example: a 747-400 carrying 250,000 pounds of freight burns around 24,000 pounds of fuel in cruise flying an efficient cost index speed of .85. A 50 seat RJ burns 2500-3000 pounds at cruise hauling very little and cruising at .74 or below.

It also has to do with the pricing model. You cannot charge a customer twice as much to fly MCO-ATL-PIT, than SWA charges for MCO-PIT. If you cannot, then you lose money flying the PAX into the hub so you can put a larger number of PAX on a more fuel efficient aircraft with ancillary income like freight below.

The problems the majors have is competition with each other. They serve too many really small markets. Government used to subsidize these routes with postal and then later with EAA money. So, back then, the major didn’t care that the aircraft was inefficient. The Government cheese made up for that. Those days are over and there will be a contracting of service to these small markets along with a reduction in Regional feed.

Round Luggage

What? Do you believe this?

ninerdriver

No, but a major could charge many, many multiples more to fly something like MCO-ATL-CDG than SWA could ever charge for MCO-PIT.