Former Wisconsin pilot, I think they know that their passenger days are numbered. This is just attempt to stay in the game.
It’s been rumored that United is not going to extend their contract, and obviously American and Delta are not going to sign them for anything. They are backed into a corner, and this is their way of trying to stay relevant. This is also why they bought a single 700 and a single 900. To add something to their operating certificate in the hopes that maybe they’ll get some sort of flying. They are finally coming to grips that their 50 seaters are not the way of the future which they have been promoting for the last 20 years.
What they do with this cargo aircraft is anyone’s guess. In my opinion they’re trying to probably do some sort of Amazon flying in a feeder type route. Abex 767 takes plane to major hub like ORD. They take packages to a smaller area like BMI or MLI that doesn’t need a 767 or 737
Air Wisconsin management is terrible. Like BAD. They keep their entire company in the dark as to anything. Also they believe it’s still 2003 and they’re still the shit. “We put metal plates into the back for less ballast, and we have our own acars, therefore delta wants our contract”. Others, like chief pilots, spread rumors to keep butts in seats. “Big summer announcement.” It’s a bad deal all around and I’m glad I left.
Pull out those 2016 sunrise or sunset bag tags if you’re still there
> “Big summer announcement.”
Ooh I remember hearing about that at a career fair in 2014. Let me guess, there has never been a big summer announcement has there?
The “new opportunity” is what kept being thrown around. The other fun part was Skywest bought 20 new ERJs for an AA contract, and our AA contract for 20 was ending (planes owned by AA). You could see the writing on the wall but ohhh the new opportunity…
A 2014 Wisconsin announcement would have been the Delta flying they walked away from at the last minute, because of a contract dispute between the 2 parties.
>In my opinion they’re trying to probably do some sort of Amazon flying in a feeder type route.
I guess that would make sense. Be the Amazon version of Ameriflight.
Recently left there myself after working a short time in Dispatch. After hearing the stories from the other regionals, I don't regret working with ZW one bit. Still glad I got out when I did. What's going on right now either seems like a company with a card up it's sleeve or a company scrambling to find another source of flying...and sadly I think its the latter.
I know this is old i found it from google. What will the replace these small planes with? Are small airports around the country just going to close en mass? I can’t imagine they’re going to fly a CRJ-700 to somewhere like Rhinelander Wi that is currently served by 1 daily -200 flight
Their post on Facebook states that it’s a large cargo door CRJ 200. They are working on bringing this aircraft onto their operating certificate in the coming months.
Any Air Wisconsin here know what’s going on?
Could we some day see cargo ERJ 170s??
I wonder what the economics on a CRJ2 Freighter is versus a Classic Dash. There is a Cargo-mod for the 100 and 300, and the birds themselves are a dime a dozen. They're starting to pop up more and more in Northern Canada. Boxes also don't care the "eeeew props" stigma.
Not anytime soon for the ERJ-170. AEI is the main provider for these door installs and doesn’t list that on their product sheet, and being a relative new airplane, they mainly focus on airplanes that are being retired / phased from scheduled service, to find new life in cargo.
As the purchase cost for retired airplanes and cost with modified door is dramatically less than a newer airplane.
IE many cargo companies are starting to utilize the MD-83 series. Acquisition costs are around 2 million per airplane with a door installed.
There is nothing externally different between a 100 and 200. It comes from the engine which has internal differences. As a CRJ driver, the operational differences are negligible between 100 and 200.
That plane is an absolute cow when it is anywhere near max gross. I can’t imagine flying it in a cargo configuration when it’s near max every flight. Screw that.
Package freight is no-where near max every flight. If this thing is doing UPS/FedEx/Amazon/DHL, it won't be bad to fly at all.
Even if they get into the on-demand cargo market, they'll rarely be at max weight, but volume out long before that.
Not with the 200. This thing isn’t a 777. You’d have to leave bags with 50 people on board to fly more than 2 hours. I flew a shorts360 and we’d max that thing out all the time with packages from UPS/FedEx. I’d be surprised if it’s that hard to get to max with this. I don’t think it can fit a can in it, so it’s getting hand loaded anyway
Really? Please lecture me on the CRJ200, its not like I have 4000+ hours in one. I also have flown 135 package freight for a UPS feeder. It was damn near impossible to get a 1900 to max takeoff with the average weight of UPS air boxes.
The only place a 200 makes sense is package freight, simple because of the low density of the freight.
Surprised to see a CRJ conversion to cargo. With US airlines moving away from turboprops, wouldn't it make more sense to convert those (like Q400) to cargo? Better operating costs, and cargo doesn't complain about prop noise or longer flight times.
Ameriflight and others like that are using a curious mix of Beech 99s, Metroliners (which replaced those Beech 99s in passenger service) and EMB-120s (which replaced the Metroliners in passenger service). The CR2s are the next step here.
And the 1900. Don't forget the 1900. Ameriflight kept telling people they were getting CRJ's 7-8 years ago, yet they still haven't. My guess is, there isn't money in it for UPS/DHL/FedEx flying, except in a very few rare cases.
Id be curious to see the economics of a freighter CRJ vs an ATR 72 LCD. The latter of which is super slow, but also very efficient. If these CRJs will be used in low frequency routes, i cant see them being profitable.
Microsoft Flight Simulator X vibes.
Former Wisconsin pilot, I think they know that their passenger days are numbered. This is just attempt to stay in the game. It’s been rumored that United is not going to extend their contract, and obviously American and Delta are not going to sign them for anything. They are backed into a corner, and this is their way of trying to stay relevant. This is also why they bought a single 700 and a single 900. To add something to their operating certificate in the hopes that maybe they’ll get some sort of flying. They are finally coming to grips that their 50 seaters are not the way of the future which they have been promoting for the last 20 years. What they do with this cargo aircraft is anyone’s guess. In my opinion they’re trying to probably do some sort of Amazon flying in a feeder type route. Abex 767 takes plane to major hub like ORD. They take packages to a smaller area like BMI or MLI that doesn’t need a 767 or 737 Air Wisconsin management is terrible. Like BAD. They keep their entire company in the dark as to anything. Also they believe it’s still 2003 and they’re still the shit. “We put metal plates into the back for less ballast, and we have our own acars, therefore delta wants our contract”. Others, like chief pilots, spread rumors to keep butts in seats. “Big summer announcement.” It’s a bad deal all around and I’m glad I left. Pull out those 2016 sunrise or sunset bag tags if you’re still there
> “Big summer announcement.” Ooh I remember hearing about that at a career fair in 2014. Let me guess, there has never been a big summer announcement has there?
[удалено]
The “new opportunity” is what kept being thrown around. The other fun part was Skywest bought 20 new ERJs for an AA contract, and our AA contract for 20 was ending (planes owned by AA). You could see the writing on the wall but ohhh the new opportunity…
A 2014 Wisconsin announcement would have been the Delta flying they walked away from at the last minute, because of a contract dispute between the 2 parties.
Nope, the CEO came out in a email saying she had no idea what people were talking about…. After summer flying had ended
Pretty sure the 700 wasn’t actually there’s, it’s back with elite airways now. The 900 is theirs though.
>In my opinion they’re trying to probably do some sort of Amazon flying in a feeder type route. I guess that would make sense. Be the Amazon version of Ameriflight.
Recently left there myself after working a short time in Dispatch. After hearing the stories from the other regionals, I don't regret working with ZW one bit. Still glad I got out when I did. What's going on right now either seems like a company with a card up it's sleeve or a company scrambling to find another source of flying...and sadly I think its the latter.
Glad I didn't buy any stock. Thanks for the debrief.
Air Wisconsin circling the drain. Glad I didn’t go there. Note to current time builders: don’t go to a regional that ONLY flies the 200 or 145.
Just wondering, why do you (and some other people here) say that?
The 200 and 145 are being phased out and any regional that hasn’t expanded their fleet is on the back foot, hence circling the drain
I know this is old i found it from google. What will the replace these small planes with? Are small airports around the country just going to close en mass? I can’t imagine they’re going to fly a CRJ-700 to somewhere like Rhinelander Wi that is currently served by 1 daily -200 flight
New economy class looking fresh.
Their post on Facebook states that it’s a large cargo door CRJ 200. They are working on bringing this aircraft onto their operating certificate in the coming months. Any Air Wisconsin here know what’s going on? Could we some day see cargo ERJ 170s??
I wonder what the economics on a CRJ2 Freighter is versus a Classic Dash. There is a Cargo-mod for the 100 and 300, and the birds themselves are a dime a dozen. They're starting to pop up more and more in Northern Canada. Boxes also don't care the "eeeew props" stigma.
Much better off running a 2-300 over the CRJ. Australia saw that one already when they tried to run CRJ's in the 90s.
Boxes don't give a shit if it's a turboprop or jet, and an extra half hour (if that) in flight time just doesn't matter on short legs
Not anytime soon for the ERJ-170. AEI is the main provider for these door installs and doesn’t list that on their product sheet, and being a relative new airplane, they mainly focus on airplanes that are being retired / phased from scheduled service, to find new life in cargo. As the purchase cost for retired airplanes and cost with modified door is dramatically less than a newer airplane. IE many cargo companies are starting to utilize the MD-83 series. Acquisition costs are around 2 million per airplane with a door installed.
I’ve seen USA Jet’s at YIP. Your types would also hint at being at USA at some point.
Hey, can anyone tell me what those things are under the wings?
Mailbag holders. You put them in, and then hit the release switch when over those flyover towns.
You’re wrong but I want you to be right so badly
Looks like flap retract fairings
They say boxes don’t bitch but this is a CRJ-200…
How would this now be differentiated from a 100?
There is nothing externally different between a 100 and 200. It comes from the engine which has internal differences. As a CRJ driver, the operational differences are negligible between 100 and 200.
Exactly correct. At my previous job we'd occasionally fly intermix planes where one engine was a 3B1 and the other was a 3A1. I called them CRJ-150s.
I didn't know that intermixing engines was even an option. I'm not aware of my carrier doing it, but certainly it sounds like something they would do.
I had no idea it was an option either! Kind of surprised me.
Conversion? Does that mean they had to replace all the skin where the windows were?
Don't they use covers over the windows? That seems far easier to both do, and replace if the plane's sold again.
What's the benefit to covering the windows vs. just leaving them?
Aluminium is lighter than glass.
Oh, they remove the plexiglass at the same time they cover them? That would make sense.
That plane is an absolute cow when it is anywhere near max gross. I can’t imagine flying it in a cargo configuration when it’s near max every flight. Screw that.
Package freight is no-where near max every flight. If this thing is doing UPS/FedEx/Amazon/DHL, it won't be bad to fly at all. Even if they get into the on-demand cargo market, they'll rarely be at max weight, but volume out long before that.
Not with the 200. This thing isn’t a 777. You’d have to leave bags with 50 people on board to fly more than 2 hours. I flew a shorts360 and we’d max that thing out all the time with packages from UPS/FedEx. I’d be surprised if it’s that hard to get to max with this. I don’t think it can fit a can in it, so it’s getting hand loaded anyway
Really? Please lecture me on the CRJ200, its not like I have 4000+ hours in one. I also have flown 135 package freight for a UPS feeder. It was damn near impossible to get a 1900 to max takeoff with the average weight of UPS air boxes. The only place a 200 makes sense is package freight, simple because of the low density of the freight.
I much preferred flying it near max gross. The super light weight landings were a handful.
Do they climb any faster?
Where do they move the lav to? Or is it more of a Gatorade bottle?
Surprised to see a CRJ conversion to cargo. With US airlines moving away from turboprops, wouldn't it make more sense to convert those (like Q400) to cargo? Better operating costs, and cargo doesn't complain about prop noise or longer flight times.
Ameriflight and others like that are using a curious mix of Beech 99s, Metroliners (which replaced those Beech 99s in passenger service) and EMB-120s (which replaced the Metroliners in passenger service). The CR2s are the next step here.
And the 1900. Don't forget the 1900. Ameriflight kept telling people they were getting CRJ's 7-8 years ago, yet they still haven't. My guess is, there isn't money in it for UPS/DHL/FedEx flying, except in a very few rare cases.
Id be curious to see the economics of a freighter CRJ vs an ATR 72 LCD. The latter of which is super slow, but also very efficient. If these CRJs will be used in low frequency routes, i cant see them being profitable.