I definately agree that there is a stigma in regards to props and the flying public. That being said, in the two short months that I have been flying a prop we are consistently booked at over 80% and probably every third flight depending on where we are is booked at 74 with standbys. For example, looking at the loads between EWR and PIT tomorrow of the 6 flights, 3 are overbooked, 1 is at 67, 1 is at 64 and the lone flight at 6:30am has 38 people on it.

While there are many who will not fly a prop there are still enough kicking around to fill the planes if there is a market in the area and it shows up on the top of the "cheap" list when looking at orbitz. I would say for the most part we are kidding ourselves when we dont think that your average traveler does not look on a travel site, type in their destination and then pick the cheapest of the list regardless.

 

Would you mind adding some info to this comment. What did you find more "fun" about an ATR vs. a -145? I have almost zero time in anything with a prop. To me they are both airliners, so I'm just wondering what could make one more of a "real plane" or more "fun" than the other. Not flame bait, I'm genuinely curious.
Thanks.

 

If you're going to have a 50 or 70 seat turbo prop you're gonna need the a larger/longer props that are going to need to be mounted higher. Manufacturers want low wings so that they can save on the weight of linking the landing gear in some way to the wing spars.

Besides high wings rock! Don't ja'know?

What RPM is the Dash 8 guys? ATR is 1200 I believe.

 

where are you guys getting the info on the Q400X i have heard rumors that it might be in the works but no specifics

 

As for the EMB, when you fly from LAX to PSP and they bring you over the top of that 12K-ish peak (can’t remember its name) to the southwest of the city, jets have to continue out to the east and then swing back around in order to land. In the EMB you just duty yourself up; gear, props max, flaps and you can obtain a decent rate around 6K+ with a ground speed of only 145ish all while easy making the left base to the airport. We do the same thing going into MFR and several other airports.

They often bring us in very close to the airport in an attempt to squeeze us in between a/c. Yes this may sound familiar but, after flying both the CR2/7/9 and the EMB-120, they will literally bring you into a very close downwind which is much closer and lower than jets fly. An example is when they bring us in at 3000’ for left hand traffic and swing you inside the bridge in SFO for RWY 28 when all RJ’s will stay high and continue 4+ miles outside the bridge for sequencing.

My favorite approach is the Bay Visual in SFO where they bring you down the bay at 11K and clear you for a short approach, you’re told to stay inside the bridge. It basically becomes a right hand power off 180 from 11K to sea level, all within about 4 miles of the airport. Jets are just too slick for approaches like this. Plus we hand fly a lot with VFR climbs that include low altitude tours of the SFO Bay, Mount St. Helens, Mount Rainier and several other amazing sites.

 

It's been over a year since I've flown the EMB-120 so I'm not exactly sure about the number but I know it's more than 1300 RPM's when set to max.

 

I believe you're referring to Mt. San Jacinto.

And you can make said approach in the jet. Maybe not as tight as the Brasilia, but with gear, flaps 30, and full spoilers, it'll come down like a manhole cover. It's somewhat uncomfortable with 15 degrees nose down, and you're flying close to stall speed in what is usually pretty turbulent air, but it can be done.

 

Props are fun to fly..period.

Not that I did this but if you want fun fly a Saab 250 kts till 4.8 miles out on a visual and land in the TD zone.

I have always said a prop plane is like a fat girl. She just wants to be loved so she will take the rough treatment.

 

I think what makes it more fun is what we, as tprops get asked to do. I have only been flying the tprop for a couple months but several times I have been asked to do things the jets just couldn't do. The other day I was asked to perform S-turns for spacing then maintain 190 till 5 mile final. On the next approach, I was asked to slow to approach speed as soon as possible to facilitate additional departures. So I slowed to about 110 (ref in the Dash-8 100 is normally around 95). It is just a versatile aircraft. Another story had me set up for a straight in approach and around 4-500ft was asked if I could accept a circle. No problem in the dash. I still had plenty of time to plan my circle.



Another thing I love about the dash is I still fly instruments, not glass. I figure I will spend the later years in my career flying glass so I might as well create a great foundation on steam gauges. I normally look at my charts every flight where my friends on the CRJ just opened his low/high enroute charts for the first time yesterday and he has been there for almost a year. I still have to figure out how to hold cause the plane doesn't do it for me. Its fun for me. Other people laugh at you and say you aren't real pilots and the flying public, including many pilots, think they are unsafe and you can't change that. But, after they paid out the money and have no other option to get to their destination, they will still get on the airplane. As oil goes up, I just keep thinking job security...job security.

Oh, and max rpm on the dash-8 100/300 is 1212. Climb is 1050, and cruise is 900.

 

I like that the public thinks T-Props are dangerous. That makes us Prop Pilots crazy risk takers. And remember, chicks dig risk takers.