Rod, I wasn't aware Air NZ had 72's. If that's the case, I suspect they operate to modified procedures to minimise their exposure to icing, because it was a well known problem with that variant, with at least 2 fatal crashes directly attributable to ice accretion.
There were many AD's directed at remedying the problem, but these only go part of the way to addressing the problem. Some operators in the U.S. have in fact moved (redeployed) their fleets of ATR's to more temperate climes to minimise exposure.
One advantage of the Q400 is that it has proven itself in Australia and is already on the Australian register. Putting a new type on takes quite some work. I'm not sure whether the 72 has been done here (yet).
There is a considerable sized workforce readily available to bring the Q400 on line with a new operator. Qantaslink is in a fairly heated dispute at the moment with both its engineers and pilots, with a significant number ready to resign at short notice. There is heightened interest from many of my former workmates at Eastern in which type is selected, such is the level of discontent with their present employer.
The tactical advantage of this dispute to Skywest, is the resource pressure it would put on Qantaslink, should a large number of specialised staff decide to leave at short notice. A crew and engineer shortage will cause them to reduce and/or cancel services, while enabling Skywest not only to service existing VB ports, but gain a foothold in existing Qantaslink monopoly ports.
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