Dash 8 vs Crj
10-01-2014 | 04:52 PM
#21
Gets Weekends Off
Joined: Aug 2014
Posts: 279
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From: Airbus FO
Dash Ocho! At least that's what they call it in Mexico! Honestly if you fly a turboprop first, you will become a real pilot. Yes, trim that rudder! As others mentioned, when I run into another guy who has flown the Dash or any other current or former turboprop pilot, it's like instant brothers. If you fly the jet, you will become a glorified computer manager and excellent button pusher. No brotherhood like turboprop guys have. Hence that poor FO who was left out of that conversation above....lol
10-01-2014 | 05:40 PM
#22
Gets Weekends Off
Joined: Jun 2014
Posts: 115
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I flew the Fokker F-50 (came after the F-27 or Fairchild FH-227) 4,5 years
and made the transition to the Dash 8 Q400. 2 very good things: The powerful engines and glass cockpit. Very economic airplane for the airlines. But designed and produced very cheap. The Fokker was simply a quality product (that killed Fokker). The oldest one I flew was from 1989 and still quiet with very little vibration (actually none compared to the Dash).
I flew a Q400 just 2 years old. It vibrated (so some people might have liked it), noisy (the QUIET one?) numerous
issue's, autopilot would always disengage at the worst moment. Hmmm....
But apparently Horizon masters the operation of this airplane.
I saw the Q400 as a nice transition to a jet.The Fokker was comfortable, reliable and VERY easy to fly....but slow.
If you are starting just go for it because if you can fly the Dash....(you will learn why they call it Trash) you will make easy transitions to any airplane.
The toilet is a joke. Did anyone had a stuck passenger?
and made the transition to the Dash 8 Q400. 2 very good things: The powerful engines and glass cockpit. Very economic airplane for the airlines. But designed and produced very cheap. The Fokker was simply a quality product (that killed Fokker). The oldest one I flew was from 1989 and still quiet with very little vibration (actually none compared to the Dash).
I flew a Q400 just 2 years old. It vibrated (so some people might have liked it), noisy (the QUIET one?) numerous
issue's, autopilot would always disengage at the worst moment. Hmmm....
But apparently Horizon masters the operation of this airplane.
I saw the Q400 as a nice transition to a jet.The Fokker was comfortable, reliable and VERY easy to fly....but slow.
If you are starting just go for it because if you can fly the Dash....(you will learn why they call it Trash) you will make easy transitions to any airplane.
The toilet is a joke. Did anyone had a stuck passenger?
10-01-2014 | 05:43 PM
#23
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Joined: Sep 2013
Posts: 2,450
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Never flew the Q400 but have flown the 100, Q200 and 300 series. The 200 series was a trim ***** also. Touch the power levers then you go right for the rudder trim. The Dash 8 300 series is a dream and so easy to fly.
10-01-2014 | 07:16 PM
#24
Day puke
Joined: Feb 2006
Posts: 3,865
Likes: 0
From: Out.
Turboprops are a lot like that one ex girlfriend you always reminisce about. Yes, she was slow. Yes, she was dirty. Yes, she kept you broke. But she is permanently stuck in your heart. 
10-02-2014 | 04:43 AM
#25
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Joined: Oct 2006
Posts: 616
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From: B767 Capt.
If the commute is equal I'd go with the one that paid more and offered me more chance to move up in seniority quickly. Despite what most people in this thread are saying the majority of the guys I personally know with major class dates are turboprop check airmen. There's more movement on the turboprop and they had the chance to put check airmen on their resume quicker which lead to the major interviews. People keep saying jet time is better than turboprop time but from what I've seen personally it doesn't seem to matter.
An airplane is an airplane. I wouldn't worry about what you fly. Go to the company that has the most movement and best pay. Chasing a jet only to sit reserve in the right seat for years won't make a good career.
An airplane is an airplane. I wouldn't worry about what you fly. Go to the company that has the most movement and best pay. Chasing a jet only to sit reserve in the right seat for years won't make a good career.
Here's my personal take. Having flown both props & jets I enjoyed flying jets the most. The only thing I would add is to try & make the best forecast 5 years from now This has always helped me in my decision making.
Good luck to your friend. It's great to have two choices.
10-02-2014 | 05:19 AM
#26
Line Holder
Joined: May 2012
Posts: 424
Likes: 2
This is a no-brainier. He should take the -8 job.
10-02-2014 | 08:43 AM
#27
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Joined: Feb 2013
Posts: 148
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Dash is really a great airplane to fly, part of the reason I haven't left where I'm at, sure I'll leave when the pay and qol is significantly better but I really enjoy flying the dash and anyone who says an airplane is an airplane is full of it, you got into this industry cause you enjoy flying so enjoy it, unless the pay and qol is a lot better on a jet I would recommend the dash as far as enjoying what you fly. However the jet time probably does have a slight edge as far as career progression but pic time trumps both. I've jumpseated on a lot of different jets and it looks awfully boring when compared to the dash in my opinion, fly jets when the pay and qol is there till then have some fun.
08-11-2015 | 12:00 PM
#28
Line Holder
Joined: Aug 2011
Posts: 67
Likes: 0
From: Golf cart, Left seat. Retired B-767/757
Dash 8 weight restricted?
Maybe someone here can enlighten me. I was trying to non-rev on a -8 from CRW to CLT with flight time of an hour. Weather at CRW, CLT didn't require alternates and enroute WX was VMC. Near the end of boarding I overheard them counting bags and looking for kids. At the last moment they put me and my bag onboard and closed the door, though they left a jumpseater behind.
The obvious question is, what the heck? Is the -8 routinely weight restricted, even on short legs in good weather? I'm just trying to understand if I need to get out of Charley West again.
Thanks for the info.
The obvious question is, what the heck? Is the -8 routinely weight restricted, even on short legs in good weather? I'm just trying to understand if I need to get out of Charley West again.
Thanks for the info.
08-11-2015 | 12:11 PM
#29
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Joined: Jun 2011
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I flew Cheyennes, 1900s and Brasilias, but only because I had to. It was valuable experience and gave me some perspective when transitioning into a jet, but it wasn't necessary.
Flying a prop vs a jet are two very different skill sets with their own challenges. No one is "better" than the other. Asking Dash-8 vs. CRJ is a loaded question. What do you want us to compare?
T-prop systems are a little more complex & more things break, you fly at the worst altitudes for weather, turbulence and icing, you generally fly into smaller airports that lack the modern equipment you find at the likes of ORD and LAX, and your schedules will be more tiresome because you have more legs scheduled per day.
Jets require you to really think ahead at all times, watch out for speed and altitude restrictions, plus you have complicated automation systems to manage, you run into the problems of high-atitude flight (coffin corner to explosive decompression to name 2), jet engines don't respond as quickly as a prop, and swept wings do not like to fly slow and are susceptible to dutch roll.
Don't forget to research the airlines and see if they are companies you'd want to work for (no regionals are "great" to work for, but some are better than others given your career goals)
For a "well-rounded" career where you experience everything, it might be better to start with a turboprop and then move onto a jet, but if you want to progress to a major as quickly as possible, it might be smarter to take the jet job. Of course this is a general guideline and varies for each major. Good luck!
Flying a prop vs a jet are two very different skill sets with their own challenges. No one is "better" than the other. Asking Dash-8 vs. CRJ is a loaded question. What do you want us to compare?
T-prop systems are a little more complex & more things break, you fly at the worst altitudes for weather, turbulence and icing, you generally fly into smaller airports that lack the modern equipment you find at the likes of ORD and LAX, and your schedules will be more tiresome because you have more legs scheduled per day.
Jets require you to really think ahead at all times, watch out for speed and altitude restrictions, plus you have complicated automation systems to manage, you run into the problems of high-atitude flight (coffin corner to explosive decompression to name 2), jet engines don't respond as quickly as a prop, and swept wings do not like to fly slow and are susceptible to dutch roll.
Don't forget to research the airlines and see if they are companies you'd want to work for (no regionals are "great" to work for, but some are better than others given your career goals)
For a "well-rounded" career where you experience everything, it might be better to start with a turboprop and then move onto a jet, but if you want to progress to a major as quickly as possible, it might be smarter to take the jet job. Of course this is a general guideline and varies for each major. Good luck!
This. ^^^^^^
08-11-2015 | 12:39 PM
#30
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Joined: Dec 2007
Posts: 336
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Maybe someone here can enlighten me. I was trying to non-rev on a -8 from CRW to CLT with flight time of an hour. Weather at CRW, CLT didn't require alternates and enroute WX was VMC. Near the end of boarding I overheard them counting bags and looking for kids. At the last moment they put me and my bag onboard and closed the door, though they left a jumpseater behind.
The obvious question is, what the heck? Is the -8 routinely weight restricted, even on short legs in good weather? I'm just trying to understand if I need to get out of Charley West again.
Thanks for the info.
The obvious question is, what the heck? Is the -8 routinely weight restricted, even on short legs in good weather? I'm just trying to understand if I need to get out of Charley West again.
Thanks for the info.
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