You could be right however I think it’s probably more likely to be down to the fact that BA 757’s have a galley in that location which the charter operators don’t have.

I think that sums it up nicely!

I’ve sat in the flightdeck of a 146 landing into City. The main points are that the control input for the flare is much more significant, needs to be timed much more precisely and the speed must not be allowed to get slow in the latter stages. The aircraft needs to be pretty draggy to avoid speed build up coming down the steeper profile.

I think these days the travelling public feel there is a certain status by travelling by jet. It’s complete snobbery really. Like most people on these forums I enjoy travelling by turboprop as the experience bears more resemblence to grass roots aviation however most business types think props are for boats!

Turboprops generally do approach in a nose down attitude…but then the nose will be raised for touchdown. It’s called the flare.

I quite often sit at the hold watching them wang it round on very short finals wondering what their ops manuals say about stabilised approaches!

If the pilot wanted to commit a terrorist act he wouldn’t need to be armed. He is already surrounded by suitable weapons in the flightdeck (eg fire axe). If he wants to just take out the aircraft and its occupants all he has to do is push the stick forward when near the ground. A pilot does not need a gun to take control of the aircraft…he has control already!

Does it really matter how we define a regional jet? Cathay consider the 777 as a regional aircraft when considered relevant to their network. The high capacity 747’s used as people movers in Japan are surely regional jets.