First you have to understand that Majors and Legacy’s require "Turbine PIC TIME." The workings of a Turbo-Prop are the same as a Turbo-Jet. The only real differences are that the fan is on the out side, the jet goes about 100 knots faster, and spool up times are different. I have a lot of time in the EMB-120 and it has a free turbine PW-118 engine. The spool up time (the time it takes a change in your power/thrust levers position to result in actual power or thrust changes in the engine) is much faster in the EMB than it is in the CRJ. A lot of that has to do with the design of the fuel system in the Emb as compared to the CRJ. Both have high and low compressors and turbines.
In my opinion, the Turbo-Prop is a much harder airplane to fly, there's just more to deal with. For example:
1) With a Turbo-Prop (EMB-120) you have to be careful of basic multi-engine principles when an engine fails. Just think about the yaw and roll that an Emb has when it's critical engine fails (it is a conventional twin) and you are producing 1800 lbs of thrust form 10.5 ft radius props. Once an engine fails you mash the proper rudder to the floor. There is not time to try in find the perfect rudder pressure. If you take you time you WILL be inverted. Even with both engines working, every time you touch the power levers you have to adjust the rudder. Jets don’t have to think about thrust moments until they loose an engine. And even then the moments are equal on both sides so there is not “Critical Engine.”
2) Prop Overspeeds. Take a look into the history of Turbo-Prop Prop Overspeeds. It will open you eyes. Imagine a 10.5 ft radius prop moving to a low pitch position that creates a situation that requires full scale deflections of both rudder and ailerons with the inability to hold both a descent rate less than -1500 fpm and directional control. After looking to cases involving prop overspeeds I know that you will gain a new respect for Turbo-Prop pilots.
3) Turbo-Prop pilots usually do twice as many T/Os and Landings, fly in the middle of the weather and don't always get the luxury of new systems.
4) Turbo-props also require more care because of there age. Other then the new Q400 and the Saab 2000, most Turbo-Props are over 2 decades old.
I'm not saying that jets aren't hard to fly, they are just more user friendly. The truth is that all aircraft are easy to fly, what’s hard of all the knowledge that is required to operate it efficiently. I had to ability to teach the CRJ before I made the change to the EMB. The glass cockpit can confuse you for a little while, but once you use it for a few hours you will fined it to be child’s play. The Emb is much more fun to fly.
I have a close friend that is a hiring Capt for Southwest. He has held the job for 2 years now, his advise is to get Commuter Class, 121, Turbine PIC Time. It doesn’t matter whether it's Turbo-Prop or Turbo-Jet. The bottom line is that they are both TURBINE A/C. Commuter Class aircraft must have a Lavratory (Bathroom) and a flight attendant as well as a few more details. A Beach 1900, King Air B200, or even a Turbine Navajo are not Commuter Class. These airplanes will only help you get to the Regionals. The EMB-120 and the Saab 340 are great examples of Commuter Class Turbo-Props and time in a 121 crew environment in these aircraft are GOLD!
Remember that TURBINE 121 time is important! Good luck and I hope that I clarified this for you.