Do People really favor jets over turboprops? Boutique premium air service JSX is able to discover out.
With a fleet of recent ATR 42-600 turboprops, the Dallas-based public constitution service is dialing it again to the late Nineties — a time earlier than main airways guess large on then-new regional jets, arguing they have been quieter and extra snug.
The remaining is historical past: Regional jets turned a fixture on routes to small and midsize cities, and turboprops all however disappeared from industrial service within the U.S.
However now, they’re making a comeback of kinds.
Final month, JSX debuted its new ATR prop planes on flights between Southern California’s Santa Monica Airport (SMO) and Las Vegas’ Harry Reid Worldwide Airport (LAS). Over the subsequent 12 months, the air service will see if its distinctive cohort of high-end vacationers will, within the identify of comfort, fly on a turboprop as willingly as they fly the airline’s Embraer ERJ regional jets.
“The rationale we’re working the experiment is to run the experiment,” Alex Wilcox, CEO of JSX, mentioned in an interview with TPG in Santa Monica on Monday. “We do not know what we do not know but. All early indications are very constructive.”
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If all goes nicely, JSX has the choice to purchase as much as 25 extra ATR 42-600s below a tentative deal that was unveiled on the Paris Air Present final 12 months.
If prospects balk, the airline can merely return the leased planes to their proprietor.
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So, what’s it like aboard JSX’s new turboprops?
The airline took choose media up for a flight alongside the Southern California coast on Monday to present them a preview of what vacationers can anticipate.
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‘Shockingly quiet’
The ATR was, surprisingly, not that loud.
Armed with a noise-measuring app, I in contrast the decibels on board the ATR to a Boeing 757-300 that I flew earlier the identical day.
Takeoff on the ATR was louder than on the 757, however the engines quieted shortly after departure on the climb out of SMO. As soon as at cruising altitude, the decibel studying I captured was similar to the 757: It sat within the mid-90s, a stage that the U.S. Nationwide Institutes of Well being classifies as loud however secure for a number of hours of publicity.
That is roughly the identical vary the noise-measuring app captured whereas driving a Metro prepare by means of a tunnel in Washington, D.C. — however a bit louder than the 80s studying I captured at cruising altitude on a Boeing 737 MAX jet. (For comparability, the degrees in a quiet workplace sat within the 60s.)
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“It is like shockingly quiet,” Wilcox mentioned when requested concerning the noise on board the ATR. He added that it’s loudest within the second and third rows instantly adjoining to the propeller, and it is quietest within the final rows. I sat in 1A.
The ATR 42-600 is quieter than earlier ATR variants. The plane-maker achieved this by including blades to the propeller and shortening mentioned blades to cut back noise.
Chris Jones, head of the Americas for ATR, disagreed solely with the premise that People favor jets over turboprops.
“I’d problem the standard pondering that there is a turboprop aversion as a result of individuals which might be of their 30s and 40s right this moment … haven’t been afforded the possibility to fly on a turboprop simply due to the timing once they exited the market,” he mentioned in an interview Monday. “It is form of a legacy pondering.”
Regional consolation
The cabin on the ATR 42-600 is much like JSX’s choices on its ERJs: It has white faux-leather seats organized in a 2-1 structure, and there is a desk instead of a seat subsequent to the solo seats.
The seats themselves have been stiff, even with the additional half-inch of padding the airline added in the course of the aircraft’s retrofit for JSX’s premium service. The ATRs have been beforehand flown by Silver Airways, which shut down in June.
The seat pitch is beneficiant, particularly for a regional plane, and there are USB-A and USB-C retailers at each seat. The ATRs don’t have customary energy retailers.
JSX plans to take away the (small) overhead bins from its first two ATRs at a later date. (The second aircraft is due by the top of January.) The third and fourth planes which might be due by summer time will come with out overhead bins.
For now, the ATRs don’t provide Wi-Fi. The set up of high-speed inflight connectivity from Starlink is scheduled for February, an airline spokesperson mentioned.
Service on board the ATR is similar as on JSX’s different flights: Passengers have entry to a basket of snacks and an array of complimentary drinks, each alcoholic and nonalcoholic.
Backside line
JSX’s new turboprop is a compelling possibility for some brief JSX routes. The flight from SMO to LAS is scheduled to final one hour and quarter-hour. Its SMO to Scottsdale Airport (SCF) flight, which begins Jan. 22, will in all probability clock in at about one hour and half-hour. Since these should not lengthy flights, important seat recline or quiet respite shouldn’t be completely vital.
Flyers may even earn United MileagePlus miles or JetBlue TrueBlue factors on JSX flights. Nonetheless, Wilcox mentioned that, to date, extra prospects are opting to earn with the airline’s personal loyalty program, Membership JSX.
Then there’s the comfort. Going from curb to aircraft at SMO takes about 60 seconds — and that does not embrace the time you save avoiding the crush of site visitors on the west facet of Los Angeles. That point saved is priceless.
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