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Is summer service RJ's are not? We know jetBlue has no RJ's
Is summer service RJ's are not? We know jetBlue has no RJ's
U.S. Airways eyes D.C. flights from Sarasota
- Thread starter john john
- Start date
They don’t have contracted express E-170 or CJR900 that can’t fly in 2400 ft. RVR
Crzipilot
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This is great. Someone actually knows SRQ is not TPA. TPA is only a 45 minute drive, BUT the customers out of SRQ will normally pay the higher prices to not go that route. US had pulled this down to 3 rj flights a day, and only to CLT. This season they have pumped it up to 4 flights a day (2 737) and 6 on Sat. Last year the Airport authority gave Airtran 1.5 million or something to subsidize service. They came in and are filling flights. AA eagle came back in and started STL trips. Not sure how AA eagle is doing, but strangely US do their ticketing and such. SRQ is definately a niche/unique market in a high net worth area. Only thing with the 170's, I hope by that time Rupuklic gets their act together.
Actually both airplanes can go to 1800 RVR in most cases. (and so can the contracted pilots.) But don't let the facts hit you in the face. -Cape
So the express dispatchers will dispatch a flight with the RVR at 1800 with a good alternant this has not been the experience of my years dealing with express. I have rerouted a many of passenger to mainline with visible problem upline CATII is CATII express aint got it
BoeingBoy
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Don't know how much effect it has on various express operators, but there's a little thing called a high minimum captain. When a pilot first checks out as captain, the first 100 hours of flight time must be conducted with "high minimums" - it's been a long time since it applied to me but off the top of my head I think 100' and 1/2 mile must be added to the ceiling and visibility minimums.
So a "CAT I" approach requires 1 mile visibility & 300' ceiling, a "CAT II" requires better than "CAT I" minimums, etc.
The airplane could be certified for CAT II, the airline approved and the pilot trained - makes no difference. For that first 100 hours the captain would have to have better than CAT I to even begin the approach.
Jim
So a "CAT I" approach requires 1 mile visibility & 300' ceiling, a "CAT II" requires better than "CAT I" minimums, etc.
The airplane could be certified for CAT II, the airline approved and the pilot trained - makes no difference. For that first 100 hours the captain would have to have better than CAT I to even begin the approach.
Jim
ringmaruf
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Amazingly enough, US should get the slots. 
The competition is a DL/Comair application for SAV and an AirTran application for MDW or IND.
US is offering way more seats than Comair's 50-seat CRJ, so US has a clear advantage there. SAV is also much better served than SRQ, both in general and to WAS in particular.
As for AirTran, neither MDW nor IND are airports eligible for these slots, as they are too large. AirTran is thus using the familiar argument, "Break the rules for us, because we're AirTran, and we're special, and the big mean airlines have all of the slots." They also have the backup argument, "If you don't break the rules to give us these slots, then you should take away some slots from other airlines, and give us those, because we're special." And of course, they throw in their share of outright lies, like "Although other carriers serve the DCA-IND market, AirTran would offer the only jet service in the market." (I suppose US offers multiple daily service in the market on Boeing 737 turboprops.
)
The applications are available at:
US Airways to SRQ
AirTran to MDW or IND
Comair to SAV
The competition is a DL/Comair application for SAV and an AirTran application for MDW or IND.
US is offering way more seats than Comair's 50-seat CRJ, so US has a clear advantage there. SAV is also much better served than SRQ, both in general and to WAS in particular.
As for AirTran, neither MDW nor IND are airports eligible for these slots, as they are too large. AirTran is thus using the familiar argument, "Break the rules for us, because we're AirTran, and we're special, and the big mean airlines have all of the slots." They also have the backup argument, "If you don't break the rules to give us these slots, then you should take away some slots from other airlines, and give us those, because we're special." And of course, they throw in their share of outright lies, like "Although other carriers serve the DCA-IND market, AirTran would offer the only jet service in the market." (I suppose US offers multiple daily service in the market on Boeing 737 turboprops.
)The applications are available at:
US Airways to SRQ
AirTran to MDW or IND
Comair to SAV
