Here are the questions and answers:

1) Why no E+?
-JS - Not going to happen. We keep our company running well because we have a very simple product, and adding the new zone creates a new product that makes optimizing the system harder.

2) Upgrades are easier on other carriers. What is CO doing to keep Elite members loyal?
-LK - More F seats in the planes. Looking to use the 739s w/20F on the TransCon routes where there is premium demand. The average elite upgrade rate is around 65%+ and is staying static. They're also looking at potentially more F seats on the 738s to the mid-cabin lav, but no promises.

3) Will CO consider removing the 50% EQM rule?
- JS - No. Really, it is good for you. It aligns status to value to Continental, so CO gets the benefits that they want.

4) Other airlines are adding RJs with F. CO is adding CHQ. What gives?
- LK - Scope clause adds issues for the RJ with 70 seats. They probably have a need for 20-30 of them, not hundreds, and the add-on impact of a new fleet type and aditional pilot type would be cost-prohibitive. We don't see this as a critical issue for CO right now, so we're looking at it, but we're not going to act for the next few years.

On the CHQ issue, there is a big focus on value for everything. With all the bankruptcies in the industry the RJ industry got a lot cheaper, but CO still had a contract. They got out of the ERJ contract and picked up CHQ. The CRJ-200 is a short-term lease, but is more fuel efficient than the ERJs, so we're not sure if it is the right choice. Using CHQ also forced some of the upgrades to B84, including the coverd walk to the gates. CHQ completion factor is 95%+. On-time is ~70%, and looking to push higher. Really looking to grow mainline overall and replace RJs with 737s.