In addition to that, we’re seeing efficiencies in the out-and-back schedule which is going to actually change kind of our needs of pilots per airplane. But then I would just also add that we have actually we invested significantly in our programs to bring in pilots. So we have a cadet program. We have a rotary transition program for the military. We have our college programs. And so we just have a really robust pipeline, and we’re seeing a lot more stickiness with the people. So like people we’ve hired in the last like 1.5 years, two years have a much lower attrition rate than people that we hired more than 1.5 years ago. And the other thing is we have over 700 cadets in our pipeline right now. So if you just do the math and cadets alone, we have over two years’ worth of supply.
So it’s I think the marketplace has changed dramatically in the last one to two years.
James Kirby: Got it. That’s great color. Appreciate it, Barry. And second question, if I recall correctly in your prepared remarks, you mentioned competitive pressures rescinding in certain markets. Just wondering if you can elaborate on what type of markets those are? I believe you mentioned it’s not embedded in guidance, but is that a trend you see continuing as the year goes on in terms of rationalization of capacity?
Barry Biffle: Yes. Look, so we — I mean — so let me be clear. So we’ve seen some capacity received against one of the biggest examples we saw Spirit leave out of Denver. We’ve seen capacity against this in Puerto Rico and other places start to recede. And look, we can look at DO just like everybody else can and understand that the fares that some of these carriers we’re seeing were some of the lowest quartile of their revenue and the best way to stop losing money and stop doing things that lose money. So I think people are making rational decisions around the system. We expect people to continue to do that, but we have only captured in our guide the changes that we’ve seen thus far. But we would expect to see continued kind of rationalization of oversupply, especially in a lot of these leisure markets.
James Kirby: Got it. I appreciate the questions.
Barry Biffle: Sure.
Operator: Thank you. [Operator Instructions] And our next question comes from Christopher Stathoulopoulos, SIG.
Christopher Stathoulopoulos: Thank you, everyone. Good morning. So I guess, Barry, I’m going to try to get to the margin question in a different way. And it’s important here given the change here in your network, deemphasizing LAS MCO. But if we take out the benefit of product, which is going to take some time to mature. And we think about the cadence of RASM for this year and for next, ultimately, again, outside of if we could just hold product constant, a piece of that or a big piece of that arguably is going to be about where you’re flying and how we can argue for or against any sort of seasonal outperformance, et cetera, with respect to yield. So my question is, if you could just put a finer point on where you’re growing.
And to your point, we can all look at the DO schedules today, but want to better understand that. And then ultimately, as we think about the moving pieces for next year, is that sort of a similar composition and Part B or C, do you need to make any changes with this shift with respect to the aircraft type or anything and so far as nuanced around crew scheduling and the like? Thank you.
Barry Biffle: So no, we don’t expect any change to our aircraft or I think our scheduling is becoming simpler because of what we talked about with the simplification of the network. As far as the markets that we’re chasing, I mean, it’s very clear. I mean, we mentioned this earlier, but the average fare across the system. So you take all of the markets that we will be flying in this summer. And you look at those markets compared to the same markets last year and the average fare is up 5% on the total. So that just tells you that with the new flying, we are chasing significantly higher. I think the fare is more in the $15 to $20 range, higher on the things that we’re actually going into. So these are significantly higher-priced markets than we’re into today.
The second thing is as — I’ll point you back to another thing that we said in the slides is that the revenue pool itself, so the total revenue pool in all of the industry that we’re flying year-over-year will be up over 50%. And so when you’re only growing 12% to 15% and the revenue pool is going up 50%, you need a smaller share of a much bigger pie. So it just kind of really derisks the business in a big way. And I think it kind of lowers competitive friction if you think about it. But specifically for the routes, I mean, obviously, we have talked about our 13 bases, and we’re going to grow significantly, especially from the ones that we’ve announced recently. We just announced a bunch of new routes out of San Juan. We announced a bunch of new routes out of Dallas, Fort Worth, which is a base that we just opened last year.
And we’ve got more announcements in the weeks to come. We’ve got some this week, some actually next week and then probably a few more announcements later this month. But I think you’ll find in general that all of these are markets with considerably higher fares than the marketplace we were in last summer, which we think will be significantly improving our RASM trajectory.
