RJMAZ wrote:So what the airline would do is operate 4 E190's over 3 of these thin routes. This allows the busiest route to get double morning and evening flights.
RJMAZ wrote:Amiga500 wrote:Sticking with our 3 hrs sector time, that would mean running flights at midnight and 3am. You might get sufficient passengers for these flights (and no airport night operating restrictions), so the numbers *may* add up, in which case, yes, 190E2 is the way to go.
Or if you are wanting to fit more flights in during conventional short-haul "hours", you need another airframe.
You won't need twice as many E190's to operate the route that a CS100 could do.
Most thin routes would be feeding into a larger hub. So aircraft can be put to use on another route.
So what the airline would do is operate 4 E190's over 3 of these thin routes. This allows the busiest route to get double morning and evening flights.
4 E190'e are similar cost to 3 CS100's.
So again we have a very small niche market for the C series. A market where a 737 can't get enough frequency for good yields and above the E190 that has superior CASM. The only advantage the C series has over the E190 is range. Most feeder routes would be fairly short. The C series allows airlines to open up a handful of new feeder routes between 2000-3000nm. The C series will have to be sold cheap for airlines to justify the costs of adding an extra type.
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