mxaxai wrote:JFKalumni wrote:Even during the recovery from irrops, you can get an RJ back into the operations faster. You’ll be surprised at how many reroutes are needed to get a turboprop from point A to point B when the weather is bad between 18,000ft and 22,000ft
Not doubting you or anything, but the ATR and the Q400 are relatively popular in South-East Asia and other tropical regions. They see tons of thunderstorms (and also high terrain in many places) but I haven't found them to be worse than A320s or 737s in that regard. They're also operated all over Europe, which is no stranger to high winds and snow in winter; again I haven't found them less punctual than jets.
Are those reroutes you describe something a regular passenger wouldn't notice, but an airline's planning department would be impacted by?
Reroutes aren't strictly a weather issue per say, but reroutes are the result of the amount of traffic can handle. A perfect example is the Northeast corridor in the US. You have PHL, LGA, TEB, JKF, EWR, HPN all major airports in a single airspace with specific departure/arrival corridors to feed traffic into and out of. When a thunderstorm pops up and shuts a corridor or multiple corridors down, now all that traffic has to be rerouted into other corridors which results a decrease traffic than can be properly handled by ATC. Hence is why I know it will be a stressful day when I see SWAP on the D-ATIS at PHL, JFK, or LGA. I have plenty of experiences where I've pushed taxi, got a reroute, then had to return to the gate for additional fuel and get a amended flight release from our dispatchers.
This is when delays into the NE starts to stack up on bad weather days and airline planners start to delay and cancel flights starting with RJs (they have less people to rebook). You don't see crazy reroutes in the midwest unless a major airport like ORD, DFW, IAH, have arriving/departure corridor affected but its easier to work with in the midwest because there is lot more space to put planes and space them out.
The issue with turboprops in the US is mainly weight restrictions passengers being allergic to turboprops. I believe they need to come back to the US and remain strictly for short regional flights like CLT-OAJ, CLT-EWN, CLT-GSP as examples.