Lost decade 2.0?
#111
And there are plenty of airports regionals operate in where a mainline plane would never be able to go. It’s not always a matter of consolidating 5 daily flight to 1 weekly flight, or maintaining slot/gate space, or whatever frequency is required at small airports for EAS agreements. Sometimes it comes down to size and performance. You’ll never see mainline at State College, Flagstaff, Aspen, Ithaca, or any number of small airports.
#112
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#113
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From: Engines Turn or People Swim
Most small town muni airports got runways long enough for jets back in the 50's and 60's. Concrete was cheap back then.
I think you can count on both (or maybe one) hands the US airports which currently have commercial service and are severely limited by performance for NB's.
The real issue is frequency. Given travel habits, one or two round-robin services was plenty back in the golden age. But today people are busy, and travel casually, so they like frequency options. More than anything else that's the RJ sweet spot.
#115
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From: UNA
a 717 could do ITH or SCE with minimal changes to the ramp. The A220 has the performance for ASE but wings are too long and it’s too heavy for local ordinances. Don’t forget the 737-700/A319 have comparable/ better short field performance to a CRJ200
#117
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From: Admiral
And there are plenty of airports regionals operate in where a mainline plane would never be able to go. It’s not always a matter of consolidating 5 daily flight to 1 weekly flight, or maintaining slot/gate space, or whatever frequency is required at small airports for EAS agreements. Sometimes it comes down to size and performance. You’ll never see mainline at State College, Flagstaff, Aspen, Ithaca, or any number of small airports.
#118
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#119
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#120
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