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CRJs are a menace to Elites!
SBN also used to get 1 DC-9 and 2 Arvo flights a day, (+Saabs) and now it is all CRJ and Saabs. For getting a nice seat, it used to make NW one of the best service airlines in the airport, now it is really one of the worst. Only benefit is that the flight frequency has held pretty good, and you can also now go SBN-MSP 3x a day, which doesn't really do much for me, but some people like it. |
Originally Posted by JohnnyFlies
CRJs are a menace to Elites!
SBN also used to get 1 DC-9 and 2 Arvo flights a day, (+Saabs) and now it is all CRJ and Saabs. For getting a nice seat, it used to make NW one of the best service airlines in the airport, now it is really one of the worst. Only benefit is that the flight frequency has held pretty good, and you can also now go SBN-MSP 3x a day, which doesn't really do much for me, but some people like it. Us aside (I prefer a reg. jet over RJ), most travelers on short-medium routes are most interested in price and time. When we were out at Continental for their management party/presentation, they talked about customer behavior on routes with an RJ for an ealier departure and a standard jet for the one following. The vast majority of people who arrive at the airport early enough for the RJ will switch and fly standby on that, even if they had a FC seat on the later flight. People want to get home/back to work to get their time back. They said these RJs let them add jet frequency where it wouldn't otherwise be viable and give what most business travel want most, their time. |
I agree that RJ's cannot replace mainline a/c, but the A318 and the ERJ 175 and 195 are designed to directly replace 737's and A319 types. Cpacity is at 90 to 110-ish...so they are perfect to replace the DC-9. I have flown on an ERJ-175 in Europe, it had 85 seats and it was quite comfy. About the same size cabin as a DC-9 too! And much more advanced in all aspects to boot.
nwstew72
Originally Posted by Bagels
I've written this at least ten times, but here I go again:
-- NW’s CRJ have predominately replaced turboprops & opened up new routes. There are VERY FEW examples in which the CRJ have replaced mainline aircraft, and virtually all of those flights were lightly traveled. In other words, as much as people complain about the CRJ operating the early-morning MSP-IAH flight, look at the alternative that NW implanted on the early-morning DTW-IAH flight three years ago: it disappeared. -- Since 9/11, NW has taken delivery of more domestic mainline aircraft than it has retired… yet the number of mainline flights has decreased significantly. The 30 aircraft being retired are simply not needed, and haven’t been needed for quite some time. It simply makes better business sense to increase the utilization of the aircraft, rather than pumping maintenance money into excess aircraft (including rotating some in-and-out of the desert). The significance of the premature DC-9 retirements is that NW doesn’t foresee a recovery in their ASM anytime soon (to/from markets served pre-9/11). Given CO’s aggressive intercontinental expansion, and expedited aircraft (including the ex-TZ aircraft) delivery, it also means NW will likely fall behind AF-KL and CO and become the world’s sixth largest airline. It does not mean NW’s whoring itself out with CRJ (although CRJ will be a big part of its so-called Shreveport-to-Shanghai strategy). |
Meanwhile, last time I flew, BTV used to get CRJs and got DC-9s
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