|Quoting wumzi (Reply 13):|
Can someone clarify for me scope-clause agreements? I keep hearing about them whenever someone discusses regional jets, but never quite understood what they're about.
Scope clauses restrict the number of frames with a given seat count, usually above a certain threshold that mainline pilots consider protected turf. Basically, the closer you get to 100 seats or so, the tighter the limits typically become. For instance, CO
had a very strict scope agreement where there was NO 70 seat jet flying whatsoever, but very little if any restriction on 50-seaters and props. The Q400s were an exception to the strict seat count rule, because as props, they were thrown in the unrestricted category. Then, you have airlines like AA
, which allow 70 seaters but only in very limited numbers - I believe they only had 25 or so CR7s until the last couple years. Finally, you have airlines like UA
which have extensive 70-seater fleets of CR7s and E-Jets, though those are still capped at a certain level, and then more or less unlimited 50 seater fleets of CRJs and ERJs. DL
even has some CR9s that UA
scope won't allow due to their ~86 seats, but that is it even for DL
. Everything else has to be mainline, as you see with AC
and US E-190s.
Another element is who flies for whom - many of the regional carriers, at least in the U.S., exist as subsidiaries of the big regional players merely to skirt scope clause provisions limiting how many large RJs a given airline can fly across it's mainline partners. S5
are both good examples of regionals dedicated to large RJ
flying that allow their larger parents (Republic and Trans States, respectively) to get around scope clauses vis-a-vis regional partners.