airtran737 wrote:

cheapgreek wrote:

lightsaber wrote:

Which E145? There were a series of PIPs that improved runway performance (airframe and engine PIPs). The winglets helped as did an engine thrust improvement PIP. The AE 3007 engine has quite a bit of thrust variation among ERJ145 models. Last I looked, there were 8 variants running on the ERJ 145. In particular the AE3007A1E has much better hot/high performance than the other variants. Is the A2 only for the business jets? I believe so, but I do not know if it was offered as a retrofit.

So what was Piedmont operating? Which MTOW?

I know Continental insisted on improvements before buying. What version did Piedmont buy?

Lightsaber

Piedmont did not buy the E145's, but AA pulled them from Envoy and some that were parked and transferred them to Piedmont. What ever model they have, the CRJ-200 can operate from HVN while the E145 cannot.The HVN-PHL route is about 200 miles so it does not speak well of the E145. Piedmont also said they could not operate the E145 out of SBY and its 6400 foot runway. Again I don't know what version Piedmont has, but any RJ should be able to operate off a 5600 or 6400 foot runway.

The 145 should be able to do a flaps 22 takeoff on a 5600 foot runway. Hell, we do flaps 9 out of DBQ and that’s 6500 feet. When TYR was using the short runway we were flying out of there as well.

jgcotter wrote:

I’m showing 12 E140s back in service with eight of those painted, and four unpainted. Four more are at ABI preparing to return to service. I understand those will be painted upon return to service.

Boeing778X wrote:

flight152 wrote:

Boeing778X wrote:

Mesa is on super thin ice. They are frequently the topic of jokes and criticism from many at Envoy, myself included. Their operations are sub-optimal with mediocre product and services, to put it lightly. Unfortunately, I must D2 on them a lot. If Parker was not CEO, I cannot say, with confidence, that Mesa would be with AAG.

I already think they will be sent away come a new eventual CEO. The reason AAG awards new aircraft and routes to MQ is because of our performance, and if we reopen LAX, which I think is a good possibility, and it's a E75E base, that will make Mesa all the more redundant, especially at DFW.

Compass will likely go 100% Delta.

Trans States...What a joke of an airline themselves. E145s have been returned to AA as mechanical wrecks.

That's a whole lotta Envoy propaganda right there. Instead of wishing for the demise of other individuals jobs, how about you just be happy and conetent with what you have?

For everyone else- take this drivel with a grain of salt. The lowest bidders will stay, because that's what this industry is about, sadly.

Ridiculous. What would I have to gain for "wishing" for the demise of jobs? It seems silly to assume that.

But you are correct in me being happy. I work for one of the best, if not, the best Regional out there. And your poor view of the industry, while understandable, is proof that you have not been watching.

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Kviator wrote:

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Any chance that once Envoy winds down E145 operations and all E145 flying gets transferred to Piedmont that we might see AA transfer the newly reactivated E140s over to Piedmont as well, or are the E140s only a temporary fix to pick up the slack from Air Wisconsin's CR2s and Piedmont's DH1/DH3s leaving the fleet?

Kviator wrote:

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Any chance that once Envoy winds down E145 operations and all E145 flying gets transferred to Piedmont that we might see AA transfer the newly reactivated E140s over to Piedmont as well, or are the E140s only a temporary fix to pick up the slack from Air Wisconsin's CR2s and Piedmont's DH1/DH3s leaving the fleet?

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

cheapgreek wrote:

Kviator wrote:

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Any chance that once Envoy winds down E145 operations and all E145 flying gets transferred to Piedmont that we might see AA transfer the newly reactivated E140s over to Piedmont as well, or are the E140s only a temporary fix to pick up the slack from Air Wisconsin's CR2s and Piedmont's DH1/DH3s leaving the fleet?

With only six seats less than the E145's, but better off short runways's, they might go to Piedmont for airports with short runway's. HHH is going to 5000 feet and HVN has 5600 feet hoping to go to 7000 feet. Might be a few more airports that had Dash-8 service and short runways that could benefit from the E140.

silentbob wrote:

cheapgreek wrote:

Kviator wrote:

Any chance that once Envoy winds down E145 operations and all E145 flying gets transferred to Piedmont that we might see AA transfer the newly reactivated E140s over to Piedmont as well, or are the E140s only a temporary fix to pick up the slack from Air Wisconsin's CR2s and Piedmont's DH1/DH3s leaving the fleet?

With only six seats less than the E145's, but better off short runways's, they might go to Piedmont for airports with short runway's. HHH is going to 5000 feet and HVN has 5600 feet hoping to go to 7000 feet. Might be a few more airports that had Dash-8 service and short runways that could benefit from the E140.

Without the E140s, HHH will have to be dropped. Even the DH3 has pretty significant restrictions into HHH. I could absolutely see them used for specific routes and operational spares.

Varsity1 wrote:

ITT I'd like to discuss the future of AA's regional feed. At 653 aircraft, AA has the largest regional lift system in the world. I know we have some MQ and YX employees here, hopefully providing insight. Currently the list of lift providers looks like this:

Envoy:
33 CRJ-700. Currently being shifted to PSA as staffing allows.
39 ERJ-175. Originally 40 orders with 90 options. 4 options converted for a total of 44 aircraft due. AA has hit the ceiling of it's large RJ scope clause, placing the future of these options in doubt. *Insight here would be huge*.
66 ERJ-145. Being transferred to Piedmont at a rate of 2 a month. Unknown if all will eventually go.
0 ERJ-140. Being brought back into service starting July 2017, unknown as to why or what the long term prospects are for these airplanes.

kitplane01 wrote:

Varsity1 wrote:

ITT I'd like to discuss the future of AA's regional feed. At 653 aircraft, AA has the largest regional lift system in the world. I know we have some MQ and YX employees here, hopefully providing insight. Currently the list of lift providers looks like this:

Envoy:
33 CRJ-700. Currently being shifted to PSA as staffing allows.
39 ERJ-175. Originally 40 orders with 90 options. 4 options converted for a total of 44 aircraft due. AA has hit the ceiling of it's large RJ scope clause, placing the future of these options in doubt. *Insight here would be huge*.
66 ERJ-145. Being transferred to Piedmont at a rate of 2 a month. Unknown if all will eventually go.
0 ERJ-140. Being brought back into service starting July 2017, unknown as to why or what the long term prospects are for these airplanes.

I'm curious what they will do with flights such as Chicago to Marquette, Mi. It's a CRJ-700. If you move that plane type to PSA, which has no crew based in Chicago, how do you operate the flight?

Also, what did Envoy air do wrong? If you take planes from them, and don't give them planes ....

jgcotter wrote:

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Update; 14 in service, 10 painted.

kitplane01 wrote:

Varsity1 wrote:

ITT I'd like to discuss the future of AA's regional feed. At 653 aircraft, AA has the largest regional lift system in the world. I know we have some MQ and YX employees here, hopefully providing insight. Currently the list of lift providers looks like this:

Envoy:
33 CRJ-700. Currently being shifted to PSA as staffing allows.
39 ERJ-175. Originally 40 orders with 90 options. 4 options converted for a total of 44 aircraft due. AA has hit the ceiling of it's large RJ scope clause, placing the future of these options in doubt. *Insight here would be huge*.
66 ERJ-145. Being transferred to Piedmont at a rate of 2 a month. Unknown if all will eventually go.
0 ERJ-140. Being brought back into service starting July 2017, unknown as to why or what the long term prospects are for these airplanes.

I'm curious what they will do with flights such as Chicago to Marquette, Mi. It's a CRJ-700. If you move that plane type to PSA, which has no crew based in Chicago, how do you operate the flight?

Also, what did Envoy air do wrong? If you take planes from them, and don't give them planes ....

aaflyer222 wrote:

e175 n137hq is back in service as of 12.20.17

Boeing778X wrote:

I'm getting mixed numbers with the number of E145s at MQ. What's the exact amount?

N415XJ wrote:

Does anyone know if the Marquette (KSAW/MQT) maintenance base deals only with Envoy planes, or do they also perform maintenance on CRJs/ERJs from other AE carriers like Piedmont or PSA?

jgcotter wrote:

jgcotter wrote:

jgcotter wrote:

Based strictly upon aircraft movement, I now show 14 E140s back in service with Envoy. Of these 14, I show 9 having spent a week at AMA, which is a paint facility, and a week is about right for paint.

Update; 14 in service, 10 painted.

Update; 14 in service, 12 painted.

aaflyer222 wrote:

jgcotter wrote:

jgcotter wrote:

Update; 14 in service, 10 painted.

Update; 14 in service, 12 painted.

which 2 are not repainted yet?

N415XJ wrote:

Does anyone know if the Marquette (KSAW/MQT) maintenance base deals only with Envoy planes, or do they also perform maintenance on CRJs/ERJs from other AE carriers like Piedmont or PSA?

MLIAA wrote:

N415XJ wrote:

Does anyone know if the Marquette (KSAW/MQT) maintenance base deals only with Envoy planes, or do they also perform maintenance on CRJs/ERJs from other AE carriers like Piedmont or PSA?

MQT is an Envoy only MX base. Currently the route is flown by CRJ-700s. I imagine when (if) they leave the fleet, the route will be taken over by ERJ-145s or E175s.

airtran737 wrote:

kitplane01 wrote:

Varsity1 wrote:

ITT I'd like to discuss the future of AA's regional feed. At 653 aircraft, AA has the largest regional lift system in the world. I know we have some MQ and YX employees here, hopefully providing insight. Currently the list of lift providers looks like this:

Envoy:
33 CRJ-700. Currently being shifted to PSA as staffing allows.
39 ERJ-175. Originally 40 orders with 90 options. 4 options converted for a total of 44 aircraft due. AA has hit the ceiling of it's large RJ scope clause, placing the future of these options in doubt. *Insight here would be huge*.
66 ERJ-145. Being transferred to Piedmont at a rate of 2 a month. Unknown if all will eventually go.
0 ERJ-140. Being brought back into service starting July 2017, unknown as to why or what the long term prospects are for these airplanes.

I'm curious what they will do with flights such as Chicago to Marquette, Mi. It's a CRJ-700. If you move that plane type to PSA, which has no crew based in Chicago, how do you operate the flight?

Also, what did Envoy air do wrong? If you take planes from them, and don't give them planes ....

The planes are flown by an Envoy crew and then handed over to the scabs at PSA.

As to what Envoy did wrong...PSA signed a concessionary contract which granted them the CRJ900’s and also all of Envoy’s CRJ 700’s. Envoy and all of the other regionals were refusing to be victims of a whipsaw, but the PSA MEC chose to lookout for themselves. PSA then had the balls to try and take the Envoy pilots after they took their aircraft. Envoy was threatened by management to be “Comaired” if they didn’t sign a second concessionary agreement. Envoy refusing to play nice with AAG at the start is also why 20 of the 175’s are being operated by Compass. This was a punishment for not being good boys and girls. Needless to say, there is tremendous dislike among the Envoy pilots for the PSA pilots and there will continue to be for a long time.

flightsimer wrote:

kitplane01 wrote:

Varsity1 wrote:

ITT I'd like to discuss the future of AA's regional feed. At 653 aircraft, AA has the largest regional lift system in the world. I know we have some MQ and YX employees here, hopefully providing insight. Currently the list of lift providers looks like this:

Envoy:
33 CRJ-700. Currently being shifted to PSA as staffing allows.
39 ERJ-175. Originally 40 orders with 90 options. 4 options converted for a total of 44 aircraft due. AA has hit the ceiling of it's large RJ scope clause, placing the future of these options in doubt. *Insight here would be huge*.
66 ERJ-145. Being transferred to Piedmont at a rate of 2 a month. Unknown if all will eventually go.
0 ERJ-140. Being brought back into service starting July 2017, unknown as to why or what the long term prospects are for these airplanes.

I'm curious what they will do with flights such as Chicago to Marquette, Mi. It's a CRJ-700. If you move that plane type to PSA, which has no crew based in Chicago, how do you operate the flight?

Also, what did Envoy air do wrong? If you take planes from them, and don't give them planes ....

Airlines do not schedule pilots to only fly flights into and out of their crew domicile. Typically, Your crew base is just were you start and stop your trips. Your trip will take you throughout the entire system. For example, I was recently in Boise for an overnight from a flight that originated in IAH, yet I'm not based in IAH nor does my airline even have a crew domicile there. I then flew to Chicago on a Skywest flight which was operated by a LAX Based crew.

N415XJ wrote:

MLIAA wrote:

N415XJ wrote:

Does anyone know if the Marquette (KSAW/MQT) maintenance base deals only with Envoy planes, or do they also perform maintenance on CRJs/ERJs from other AE carriers like Piedmont or PSA?

MQT is an Envoy only MX base. Currently the route is flown by CRJ-700s. I imagine when (if) they leave the fleet, the route will be taken over by ERJ-145s or E175s.

OK, thanks for the answer. I assume that the route would be taken over by -145s, which is what Marquette saw for years before the CRJ-700s started coming up. As much as I'd LOVE seeing 175s up here, they'd most likely be way too big to be sustainable. Here's hoping, though.