We had been five years ago, when I look back and clearly, given where we are, I don’t think anyone would argue that we haven’t made mistakes. But the one thing that we did do was make a lot investment in engines. And we just realized that these engines would be strong assets. And we went out and literally started buying every engine, we could get a hold of, use knew it didn’t matter. I mean, we had 51 extra engines, and we just sold 30 to United, and we’ll net somewhere between $50 million and $60 million net of the debt. And we still have another 21 engines that we own. So, I mean, I think that it really revolves around where you are in the engine cycle. But pound-for-pound, the 900 is definitely a more fuel efficient, faster, lower cost alternatives than Embraer 175.
Now, that being said, on a shorter haul flight, it doesn’t make as much of a difference. And there’s no doubt that the get benefits of the cabin, on the 175 is, obviously is very attractive. And the major carriers have no problems putting 175 into very highly traveled business routes, shuttle markets, for example, that I don’t think they would put a CRJ into. So, there is offsetting benefits that newer to the 175 in terms of passenger comfort, acceptance and the satisfaction.
Michael Linenberg: And on that just last point, if I could just sneak in one more about capability, as I recall, that at least the CRJ-700, the capability that they had to go into some of the ski destinations, which is obviously a very important market for United. Can the CRJ-900 go into those same ski, you know, the mountain destinations in whether it’s Aspen, for example, the ones where I don’t think you can fly an E175, and an Aspen fully loaded. I could be wrong on that, too. But the CRJ-900 have that same capability or they just too heavy versus the 700?
Jonathan Ornstein : Well, you’re right about the 175. There have been ongoing discussions regarding the 900s in terms of their capability, depending on who you ask, but I think our view here is that in all probability, the 900 would not work in places like Aspen or Telluride.
Michael Linenberg: Okay.
Jonathan Ornstein : Just probably would not work.
Michael Linenberg: Okay. Okay. Fair enough. Thanks for the time.
Jonathan Ornstein : Sure. Thank you.
Operator: Our next question comes from Savi Syth with Raymond James again. Go ahead, please. Your line is open.
Savi Syth : Hey, thanks for the follow-up. I just wanted to kind of come back to that cargo announcement that you made that you have one more aircraft that you’ll be flying there. I think the previously was that — you had three aircraft, but maybe the third was a kind of a backup aircraft. And just if you can just provide an update on, what you think cargo blockers are going to be doing and how that program is progressing?
Jonathan Ornstein : Yes. So on the third aircraft is a 737-400. We haven’t been particularly pleased with the aircraft and ongoing conversations with DHL to potentially replace that aircraft, maybe with a newer 800, and we’re adding this 800, which I personally feel that it really puts us in a sweet spot with DHL. I was just on the phone with them today, they’ve been very complimentary about our operation. They actually made a comment about how our people have really worked well with their people. And it’s just good to hear that there’ll be opportunity. That being said, it’s obviously taken a long time, and we’ve been patient. And given the downturn recently in cargo activity, it’s probably going to be a little bit slower than we’d hoped for.
