AC orders 15 Embraer 175s

[dagger]

http://www.newswire.ca/en/releases/archive...4/12/c2583.html

[milehighclub]

I maybe qualified as "ignorant", but aircrafts with a certified seating between 76 and 110 pax, are supposed to be assigned to one group of pilots by bid right ? Or is it the job of the arbitrator to do so at this point ? Is there any kind of an agreement between ACPA and ALPA over this whole issue ? I have no intent of stiring the pot right now; just like to know where we're going in the near futur (JAZZ vs MAINLINE)

MHC

[dagger]

I maybe qualified as "ignorant", but aircrafts with a certified seating between 76 and 110 pax, are supposed to be assigned to one group of pilots by bid right ? Or is it the job of the arbitrator to do so at this point ? Is there any kind of an agreement between ACPA and ALPA over this whole issue ? I have no intent of stiring the pot right now; just like to know where we're going in the near futur (JAZZ vs MAINLINE)

MHC

I'm not going to jump in between the two groups, but since the shift of CRJ-100s from mainline to Jazz is based on an influx of Embraers, the fact that the 175s come something like five months before the first 190 is scheduled should mean more CRJ-100s go to Jazz in 2005.

[Guest directlaw]

I believe these are the 15 emb 170/175's that the mediated agreement for saw. Remember Teplitsky did the King Solomon thing with the original 30 crj 705's AC said they wanted to purchase. 15 crj 705's to Jazz. 15 emb 170/175's to ACPA.

This is the order for them. Dagger is absolutely right. Sooner aircraft means the crj100's at the mainline get transfered faster. Good news for all.

[dagger]

I believe these are the 15 emb 170/175's that the mediated agreement for saw.  Remember Teplitsky did the King Solomon thing with the original 30 crj 705's AC said they wanted to purchase. 15 crj 705's to Jazz.  15 emb 170/175's to ACPA.

This is the order for them.  Dagger is absolutely right.  Sooner aircraft means the crj100's at the mainline get transfered faster.  Good news for all.

Clearly Milton wants to get all the CRJs in one place ASAP. At Jazz, they will replace a few Dash-100s that are slated for sale/retirement. Some of those Dash-100s may go sooner now. But the Jazz fleet plan was always going to get the bigger jump... It should be 30% bigger by the end of 2006. Mainline also grows too, and goodness knows how many used widebodies are being added since the last version of the fleet plan was posted on aircanada.com. In any case, Jazz, which was about 25% jets at the end of last year, is going to go up to about 50% jets, and then the percentage of jets will rise as some of those older Dash-100s come out. It reaches the 60% jet mark later in the decade.

Now, the fun really begins. With so many new jets coming, where are they going to fly.

I can see Embraers or CRJ-705s replacing CRJ-100s on transborder routes; makes sense to offer J-class on those routes. Some CRJ-100s will bump Dash-8-300s which bump some Dash-8-100s. There are also new domestic and new transborder routes to launch. Next year will start a long process of route announcements.

[conehead]

From YYZnews;

"Jazz has contracted Canadian modification specialist Field Aviation to upgrade the flight deck avionics on its fleet of Bombardier DHC-8 turboprops. Under the deal, Field Aviation has agreed to develop certificatiion data and system integration kits for navigation equipment on up to 68 of the airline's Dash 8s. The package includes the installation of Universal Avionics' UNS-1E flight management systems, air data computers, terrain awareness and warning systems (TAWS), and UniLink air-to-ground two-way datalink. This is Field Aviation's largest single order for regional aircraft system integration kits. Financial terms have not been disclosed."

Those Dash 8's could be around for awhile...

[wizard]

Would this be why ACE has started sending the CRJ-100's last month through London yxu for MTC ?

[Dropzone]

With so many new jets coming, where are they going to fly.

IMO there are too many new airplanes and too much expansion.

All of it = ?

[dagger]

IMO there are too many new airplanes and too much expansion.

All of it = ?

It's worth noting that not all of this is expansion (yet). There are planes coming out of the fleet as these new planes go in. There are BAe-146s out, some Dash 8-100s going out, the 737s are gone already and older A320s are scheduled to go, too. The expansion is going to focus on new routes where it is impractical for other airlines to fly 130-seat aircraft. Some new transborder routes are primed. And the 75-seaters will replace some 50-seaters on routes like YYZ-DFW or YYZ-IAH where such a product isn't competitive. AC can claw back business it has lost to airlines like AA and CO on these routes. The growth will occur when a 75-seater bumps either a 319 or a CRJ-200. The 319s will be deployed on transcon routes that enhance the network - a YYZ-SAN route is an example of something AC did before with its previous cost structure that has to be more attactive today. I'm a little less sure where all the Jazz -200s displaced by a 75-seater will go. Do they bump props, or start new routes, and if so, which?

[Dropzone]

It's worth noting that not all of this is expansion (yet).

I agree that certainly some of these purchases make sense. However I have thought for many years that the Hub and Spoke model was not working. When connecting thru YYZ almost everyone I know from OUTSIDE the airline has absolutely hated it and made every attempt possible to avoid YYZ and AC for that reason alone. I guess my reservation about all of this would be the "irrational exuberance" associated with expansion for the sake of expansion. I shudder to think what Milton has planned if AC gains cabotage rights in the US. I'd prefer we built up some staying power for the next SARS, fuel, security or pension event.

[dagger]

I agree that certainly some of these purchases make sense. However I have thought for a many years that the Hub and Spoke model was not working. When connecting thru YYZ almost everyone I know from OUTSIDE the airline has absolutely hated it and made every attempt possible to avoid YYZ and AC for that reason alone. I guess my reservation about all of this would be the "irrational exuberance" associated with expansion for the sake of expansion. I shudder to think what Milton has planned if AC gains cabotage rights in the US. I'd prefer we built up some staying power for the next SARS, fuel, security or pension event.

I can assure you that AC is looking at more hub overfly routes. With smaller planes that are nevertheless competitive with business travelers, you can contemplate many more options. For example, if you want to offer a Montreal-Dallas flight for sake of argument, you have a much better opportunity to make money with it if you have a 73-seat aircraft than a 126-seater. The breakeven load with the 73-seater is 50% on US carriers. It might even be less on AC. So if you get 30 passengers, you at least break even. On the larger jet, 30 passengers is a loss. So I would expect more transborder connections to be made in YUL, YYC, YVR, even YOW and YHZ. The same principle applies domestically. For sake of argument, you might start a YQM-YOW flight with a CRJ-200 or Dash-8-100 that cuts trip time in half. The CRJ-200 may not be as comfortable as an A319, but if you save two hours and avoid YYZ, people will take it. You might also explore flights like YUL-YHM for passengers from or going to Hamilton/Burlington/Niagara. Canjet tried it with a larger jet, but maybe it works with a 50-seater. I know YYZ is a problem, but keep in mind the problem should recede over the next few years as various construction is finished and AC's operation consolidates all in one terminal.

[CD]

When connecting thru YYZ almost everyone I know from OUTSIDE the airline has absolutely hated it and made every attempt possible to avoid YYZ and AC for that reason alone.

I agree, but not to the extent that I would only avoid AC. I try and arrange all of my flights to avoid YYZ, no matter the operator. I used to fly WestJet, but now that all of their connecting flights take me through YYZ, I'm avoiding them as well.

As Dagger points out, perhaps in the future once all of the construction is finished (which will hopefully be in my lifetime), it won't be so bad to transit YYZ. Time will tell I suppose.

[dagger]

I agree, but not to the extent that I would only avoid AC. I try and arrange all of my flights to avoid YYZ, no matter the operator. I used to fly WestJet, but now that all of their connecting flights take me through YYZ, I'm avoiding them as well.

As Dagger points out, perhaps in the future once all of the construction is finished (which will hopefully be in my lifetime), it won't be so bad to transit YYZ. Time will tell I suppose.

By the end of 2005, the second finger of three will be open at Pearson. That also opens the south side of the current finger, so it will permit a substantial increase in traffic - more than doubling what T1 New can handle now. The infield terminal is temporary. By 2008, everything is supposed to be in the one terminal (plus T3).

As for avoiding toronto, yes, more and more airlines will seek to do that, which is one reason AC wants a lot of smaller-yet-comfortable aircraft. The theory is that point to point flying will be popular both for Toronto avoidance and for saving on travel time.

[deicer]

By the end of 2005, the second finger of three will be open at Pearson. That also opens the south side of the current finger, so it will permit a substantial increase in traffic - more than doubling what T1 New can handle now. The infield terminal is temporary. By 2008, everything is supposed to be in the one terminal (plus T3).

I think that wishing the new finger open by the end of 2005 is EXTREMELY optimistic.

As it sits right now, they are behind because with WJ occupying that end of T2, they couldn't demolish it according to plan. They are currently working around it, but it has slowed them down by a huge amount.

Talking two days ago with one of the tenants of T2, he said that he would be in place for, as he put it, "another 8 years".

It will get done eventually, but TNew is approx 2 years and maybe more behind sched.

Welcome to YYZ.....

Iceman

[dagger]

I think that wishing the new finger open by the end of 2005 is EXTREMELY optimistic.

As it sits right now, they are behind because with WJ occupying that end of T2, they couldn't demolish it according to plan. They are currently working around it, but it has slowed them down by a huge amount.

Talking two days ago with one of the tenants of T2, he said that he would be in place for, as he put it, "another 8 years".

It will get done eventually, but TNew is approx 2 years and maybe more behind sched.

Welcome to YYZ.....

Iceman

Well, the old T1 should be down by year end, so the south end of the first finger should be up next year, and I don't see why construction of the middle finger doesn't proceed, with at least the north side gates opening in 05. the southside gates of middle finger could be delayed by the failure to demolish that part of T2, but that should be enough to move either AC's transborder or international into T1 New in 05.

[dagger]

I agree, but not to the extent that I would only avoid AC. I try and arrange all of my flights to avoid YYZ, no matter the operator. I used to fly WestJet, but now that all of their connecting flights take me through YYZ, I'm avoiding them as well.

As Dagger points out, perhaps in the future once all of the construction is finished (which will hopefully be in my lifetime), it won't be so bad to transit YYZ. Time will tell I suppose.

What kind of city pairs do you fly?

[deicer]

I don't think they will be able to excavate and backfill in time to pour the concrete over the winter.

That's IF the weather cooperates this winter.

When was the last time that you've ever heard of a project of this magnitude completing on time?

Iceman

[dagger]

I don't think they will be able to excavate and backfill in time to pour the concrete over the winter.

That's IF the weather cooperates this winter.

When was the last time that you've ever heard of a project of this magnitude completing on time?

Iceman

Actually, lots of huge projects are finished on time and sometimes even on budget. If the Athens Olympics were sort of finished on time - at a cost of $11 billion minus a roof here or there - ti cn be done. It's just that the GTAA doesn't seem too competent. If they have the asbestos out of T1, they could probably dynamite the remains. I'd pay to see that!

[deicer]

The last of old T1 was pulled down earlier this week. Now it's just a big pile of material to be recycled.

Personally, I like having new things, but it has been years, and it is getting a little trying having to put up with the mess, changes and delays.

Had the opportunity to go through TNew as a pax a few weeks ago for the first time, and keeping an open mind, it is not very convenient from a pax point of view. Lots of wasted space, funny corners, and having to go up and down from one level to another all the time, imho, is a pain. It does have nice high rooflines, but with the glass wall down the middle by the 140 gates, it has more of a cramped feel than T2.

Maybe I miss the convenience of checking in and boarding all on the same level, I just don't think it is a good design. Having been in new terminals from VRA when it was opened, to KIX, to the European airports,,,,

This one just doesn't have a feeling of flowing to me.

Iceman

[ccairspace]

When was the last time that you've ever heard of a project of this magnitude completing on time?

Seems to me, if I remember correctly, YOW did it, and under budget. Struck me as a bit unusual... being the silly servant capital and all...

ccairspace

[Cargo Agent]

From Milton's latest msg to employee's:

Yesterday we also announced we'll be adding 15 EMBRAER 175 aircraft to the mainline fleet. These 73-seat aircraft will be flown by Air Canada mainline as part of a negotiated settlement with our pilot unions and are in addition to the forty five 93-seat EMBRAER 190 aircraft we've ordered. The Embraer jets will be game changers in the industry and will redefine how we compete with our low-cost competitors and operate optimal service in our North American network.

Full msg available here:

http://www.achorizons.ca/president/en/default2.asp