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On a " local note " you just think they will transfer Jazz Crjs to GGN.rudder wrote: ↑Wed Oct 03, 2018 8:49 am AC has intended to phase out the 19 seat/no FA product for a while. It wasn’t going to happen overnight. It will happen in phases. That is mostly a brand/marketing choice (witness the earlier removal of AC paint from the Express 1900’s).
On a more macro level, upguaging/reduced frequency is inevitable. Pilot supply is dwindling. Is it smarter to use a pilot unit of work (a flight hour) to move 19 passengers at 230 kits or 50 passengers at 400kts? If your revenue potential is based on available ASM’s the answer is obvious. This trend will continue and manifest upwards with old Express Dash’s replaced by Q400’s and with Express 76 seat jets replaced by A220’s on some routes. This is already well underway in the US industry and with a few local exceptions, the Canadian marketplace is no different.
On a local note, it is no coincidence that as unionization manifests itself and labour cost increases are inevitable that an operator starts to exit the smallest gauge equipment. This also frees up GGN pilots to migrate to preserve the staffing supply on the CRJ. This may also be a precursor to the anticipated transfer of up to 10 CRJ’s (and routes) from Jazz to GGN in the 2019/2020 timeframe.
Jazz has acquired Voyageur along with their CRJ operating certificates. Could be a chance for Jazz to come back in with crjs . And Jazz is safe . Ggn has been down a crj for a long time so talk of expansion is a joke . One more CRJ added to a fleet will not facilitate all the 1900 pilots and there is no guarantee Ac mainline needs to hire a ggn pilot. Lots of PFO letters get issued. TSB needs to keep digging especially on the 705 CRJ side . Just in time to allow Jazz to come home to big daddy AC.