There a point where frequency simply becomes overkill and clogs up the airspace and runways, especially in the Northeast Corridor (cough PHL cough). Especially when the RJs use the same amount of airspace and runway space that a 737 or A319/320 takes up.

Some examples:

MDT-PHL 9 daily Dash 8s
PWM/DTW-PHL 6 daily CRJs plus 1 E170
GSP/AVL-CLT 8 daily CRJ/ERJ/DH3 round trips
TYS-CLT 7 daily Express round trips

I'm mildly shocked at ATL-CLT: 8 daily CR9/CR7/CRJ round-trips-all Express, its not exactly a small city pair-and with the advent of US West's multiple flights to LAS/PHL, its going to be a mainline station anyways. Same with DTW and CLE (not mentioned but it has 6x daily to PHL).

Looking at some of these frequencies, its not that surprising why you're in the world's longest conga line for take off at PHL. I'm not saying that Express doesn't have a place in the system, but 8-9x daily with what are for ATC purposes mainline jets is ridiculous. Now, personally I'd prefer something in the middle, like 3 daily A319s/733s and 2 50 seat Express planes. Any more than about 5x daily to most of these cities is overkill and would go a long way towards improving "dysfunctionPHL".

BTW, the CR9 is the spawn of Satan. Can't we in the East get anything good from US West instead of just their reject Express aircraft?

I wouldn't say something like 8x daily is overkill - while mainline would be nice some short-haul markets definitely benefit from frequency. Since let's say spoke departures range in the 5:30 a.m. - 8:30 a.m. time frame - that's 15 hours. Divide by 8 that's barely more than once every other hour.

PHL-BOS (mainline of course) operates far more frequently than that.

I for one would rather have the frequency. I often fly to MDT and the availability of eight flights to connect through PHL makes the dash-8 somewhat tolerable. Most other airlines offer a few flights a day on RJs at times that are not convenient.

Yes PHL is a mess and you can sit in the departure line until you qualify for social security but this is what Tempe has determined will generate the most revenue for the airline. I for one would rather connect through PIT or CLT but market forces on some routes do not seem to support that.

GSP/AVL-CLT 8 daily CRJ/ERJ/DH3 round trips ...

AVL-CLT is up to 9 roundtrips daily, year round. That convenience is a good reason why I continue to fly US :)

It's only a 15 to 20 minute flight AVL - CLT in the little planes, and slightly less in the larger 737s which used to ply the route. Given the choice between what is now, or a switch to 737s with a reduction in daily flights, I'd much prefer what we have now.

AVL-CLT is up to 9 roundtrips daily, year round. That convenience is a good reason why I continue to fly US :)

That plus the fact that your other primary alternative is the abomination known as ASA, no?

That plus the fact that your other primary alternative is the abomination known as ASA, no?

:D Not really.

My primary alternative is NW Airlink to connect to mainline in the Mid-West, and I flew enough last year to make NW Plat after US decided to do away with rollover.

MDT-PHL 9 daily Dash 8s

When ALG still existed, I believe it had it's HQ at MDT. They still do (did?) mx on the Dashes there. It allows them to keep the state contract happy with decent service. They used to run 4-5x/day to both PIT and PHL, which was slightly better, plus mainline service to CLT.

GSP/AVL-CLT 8 daily CRJ/ERJ/DH3 round trips

It's a game of chicken with DL, although both of these used to have 737s. I actually preferred the 737s. Easier on/off and much closer to the mainline connections in CLT.