And yet, still no one can answer why there is a cut off at 10 tonnes?!
Some people seem to think that there are no commercially operated aircraft between a King Air and a Dash! There are vast amounts of turbo-props and jets with a MTOW less than 10 tonnes that carry multiple passengers and fly multiple legs legs each day. They also encounter weather, slot delays, PRM's, late schedules and all the other items mentioned above. And yes, why shouldn't a new Captain to an airline expect help from the RHS, that is a given in a two crew environment isn't it? The person in the RHS isn't only going to help a new Captain if he/she has come from an aircraft over 10 tonnes.
Also, people mention the difference in flying a prop that will give you Seneca performance and will try to turn you over in some scenarios. Well, again, why would someone coming from a 20 tonne or more, twin jet airliner have any more skill in dealing with that than, say, a person coming from an 8 tonne twin jet or a Piaggio?
Remember, there is ground school, sim training, line training etc etc.
I know of people that have come from operations flying aircraft of less than 10 tonnes MTOW. None of them has found it difficult or the operation significantly different from previous operations of handling aircraft of less than 10 tonnes MTOW.
In actual fact, they have said it is EASIER to operate for FlyBe than it has been at their previous employment, as airlines are inherently designed to run to schedules and will get priority in many cases by handling agents, airports, flow control, de-icing rigs etc.
It's about time companies like FlyBe and others in this industry that have commented above, with obvious flaws in their knowledge/appreciation of non FlyBe operations actually learn what IS required to make a good Captain in an operation like this and what others learn when operation for other companies, and not just aircraft 10 tonnes or more.