When the CRJ came on the scene in 1993, it revolutionized air travel. With a 50-seat jet, airlines were able to overcome the high per-seat-mile operating costs and make money because of the appeal of being in a jet versus the previous turboprops that had dominated the market for so long.
Derisively referred to as “puddle jumpers,” turboprops had a limited range of around 400 nautical miles. To stretch much beyond that was to risk schedule disruptions becasue of alternate fuel requirements, as well as reduced loads. The RJ changed that. While payloads could still be limited in some cases, the standard range of operations increased dramatically, while offering passengers a faster, more comfortable ride.
Recently, the FAA increased the standard weights of passengers from 170 pounds (this includes a bag) in the summer/175 in the winter to 190 and 195 pounds respectively. There has also been an increase in the allowed weight for personal items.
What does all of this mean? In short, it could be the death knell for the current fleet of 50-seat RJs. The increase in weight for passengers is going to take a bite out of the allowable payload. In a recent email from my local union folks, the payloads on 50-seaters are said to max out at 48 passengers. Some may even be limited to 47. For the airlines, this is going to be a problem. The RJs were already relatively expensive to operate, and this will only make it worse. The other major challenge is going to be finding a way to continue to serve certain markets that cannot sustain service from larger jets.
There have been efforts to bring the larger turboprops back, most notably the Dash-8 Q400 from Bombardier. However, it hasn’t worked on the scale needed. The passengers have voted with their wallets and opted for competitors that had a jet, which they view as safer and more reliable, not to mention more comfortable. There is also a perception that turboprop pilots are not as well-trained or as experienced.
The 50-seaters are definitely long in the tooth, and larger numbers have been parked or turned into beer cans. Unfortunately, that trend is likely to continue. There is currently no movement afoot to introduce a new model to the North American market, which means that the 70-90-seaters will be the airplanes filling that niche. Airlines are currently trying out a 50-seat variant of the CRJ-700 by taking out some seats and adding first-class service and different seating classes in coach. Only time will tell if this is going to be a long-term answer.
It’s possible that there won’t be another 50-seat jet introduced, and that some communities will indeed see a decrease in, or even a loss of, service. If so, that would be a shame. It will also be a shame to see a workhorse airplane no longer in the skies.-–Chip Wright