Photo © Craig Murray
Photo © Colin Abbott
Salaries to fly these planes were in the neighborhood of what they are today. The pay has not dramaticaly increased.
Today's regional AC look like this...
Photo © Dsavit
Photo © Peter Unmuth
Quite a big change in equipment in the last 10 years or so.
Leg segments have grown in legnth often taking over routes and jobs from the mainline company.
The airline industry has been using these bargain code share agreements with regional carriers to build a spoke and hub system. At one time each operation having a distinct difference in job descriptions.
But the lines are blurred now. What defines a regional carrier from a major? We'll other than anual revenue nothing else it turns out.
Sure there are still 1900 operations, although most of the larger carriers are moving towards an all jet fleet.
I think a new segment of carrier is being created and were not even really aware of it until something like the Comair situation makes us take note.
The Comair situation will be the defining moment when this new entity will take shape. The characteristics of this new classification of carrier will defined by pay scale and super midsize jet operations.
If the contract is apporoved this new super mid carrier will offer retirment benefits, and a descent salary. It will be another potential career decision to the majors. Something that doesn't exist today in the air carrier market. No one other than the majors offer retirment benefits to my knowledge.
Here are the stats on the CRJ 900....
Length overall 119 ft 4 in 36.40 m
Wingspan 76 ft 3 in 23.24 m
Wing area (net) 738.7 ft2 68.63 m2
Height overall 24 ft 7 in 7.51 m
Fuselage maximum diameter 8 ft 10 in 2.69 m
Cabin maximum width (centreline) 8 ft 5 in 2.57 m
Cabin width (floor level) 7 ft 0 in 2.13 m
Maximum height 6 ft 2.25 in 1.89 m
Maximum takeoff weight (Series 900) 80,500 lb 36,514 kg
Maximum takeoff weight (Series 900ER) 82,500 lb 37,421 kg
Maximum landing weight 73,500 lb 33,340 kg
Maximum zero fuel weight 70,000 lb 31,751 kg
Operating weight empty 47,500 lb 21,546 kg
Maximum fuel load 19,880 lb 9,019 kg
Maximum payload 22,500 lb 10,206 kg
Payload-full fuel (Series 900) 13,370 lb 6,064 kg
Payload-full fuel (Series 900ER) 15,370 lb 6,972 kg
Maximum range at LRC NM SM KM
Series 900 FAA 121 (86 pax) 1,498 1,724 2,774
Series 900ER FAA 121 (86 pax) 1,732 1,993 3,208
Speeds: Mach kts. mph km/h
High cruise speed 0.81 464 534 860
Long range cruise speed 0.78 447 515 829
Maximum operating altitude 41,000 ft 12,496 m
And the Boeing 717...
717-200 Technical Characteristics
Basic Gross Weight High Gross Weight
Cargo* 935 ft3 (26.5 m3) 730 ft3 (20.7 m3)
maximum thrust Rolls Royce BR715 Rolls Royce BR715
Maximum Fuel Capacity 24,609 U.S. lb
(11,162 kg) 29,500 U.S. lb
Maximum Takeoff Weight 110,000 lb
(49,845 kg) 121,000 lb
Operating Empty Weight 67,124 lb
(30,444 kg) 68,124 lb
Maximum Range 1,430 nautical miles
2,645 km 2,060 nautical miles
Typical Cruise Speed
at 34,200 feet 0.77 Mach
504 mph same
Wing Span 93 ft 3 in
(28.45 m) same
Overall Length 124 ft
(37.81 m) same
Tail Height 29 ft 1 in
(8.92 m) same
The 717 is not much larger than the CRJ 900.
The Majors will continue to take advantage of this segment of underpaid pilots until they take a stand which is what they have done.
Thank you to those that are sacrificing their employment at commair to help define this new classification of carrier and to improve working conditions for those currently employed in this proffesion and those that will be.
If you give them an inch they'll take a mile, and thats what they have done.
Hopefully a contract will be agreed upon soon.