Wow, great pictures. Your picture of the MyTravel 767 is outstanding.

<300 fpm would be my guess

my first flight was in the cockpit of a London bound 757 , the S/O did the landing and the taxied the 757 on to the Gate,without any difficulty , I think it would be some thing to do with the way some airports are built , i know at Glasgow if you were to deplane from the right then the gates closest to the main terminal could not be used ( allso would casue a lot of problems when pushing the aircraft back on to the taxiways on the Ramp)

Just a thought
Kevin

The standard we see today would have been arranged well before modern airliners not to forget that not many modern airliners are not capable of being steered from the FO’s seat. I didn’t think that there are many 757’s with 2 tillers.

Modern airport layouts are predicated on the early airport setups from the 1950’s if not earlier. I wouldn’t expect many, if any at all, of those early aircraft even had tillers until perhaps the last of the propliners came about. So I would still venture a guess that the Captain was in charge of the aircraft most times and airports would have been arranged accordingly. Aren’t taxiway signs posted on the left side of the taxiway when there is room on both sides?

Again, I would be careful about being so sneaky with the camera. More than anything you are drawing attention to yourself either from the cabin crew or other passengers. If you are approached by the crew it’ll be more difficult to explain that you are just taking pictures for fun after being so sly with your equipment. In our current state of security and crew/passenger alertness I wouldn’t be so quick to act suspicious. I have heard of passengers being pulled off aircraft for such activities. No matter how innocent a passengers intent is the crew doesn’t have much time to explore the “why” of a suspicious activities at the gate so the passenger can be removed so others can figure out why someone was acting as they were.

Nice report and pictures. Also glad you liked the service. I checked my logbook and I was flying into EWR about the time of your arrival but I wasn’t flying the ERJ you have in your picture. That would have been a nice coincidence. 🙂

Haven’t been but isnt there now a helicopter service to the dock area Of Manhatten from JFK

Yes. I’m curious how they are doing.

http://www.flyush.com/index.shtml

Basically because the aircraft is stalled, not flying

The airfoil/aircraft is still “flying”. A stalled wing isn’t producing enough lift to support the weight of the aircraft. This is why an airplane will stall at a lower airspeed when at a lighter weight. The wing will start to stall well before the aircraft finally stalls and that happens when enough of the airfoil has stalled (ie stopped producing lift) that it can’t support the aircraft.

Another way to show that the airfoil/aircraft is still flying (producing lift) during a spin is to roll the ailerons in the direction of the spin. You’ll see that the rotational speed increases. There might not be enough lift to keep the airplane in level flight but the wings are still capable of producing lift and roll the airplane (which is needed for a spin).

The first requirement for a spin is a stall. The second requirement is a yawing motion. The yawing motion isn’t necessarily needed to maintain the spin but it’s needed to initiate the rotation. With the yawing motion one wing is advancing ahead of the other. Higher speed = more lift. Now that one wing is producing more lift than the other the airplane will start a roll. Once the airplane is in a full, established spin the rolling will appear as a corkscrewing decent.

A common reason initial students (or any pilot for that matter) enter a spin during a stall is they aren’t coordinated. In modern training aircraft it takes a pretty good yaw, close to a full ball out, in order to get the airplane to start a spin entry when it stalls. The common stall/spin crash on the base to final turn happens when a pilot overshoots final and tries to correct by yawing the airplane back towards the runway while increasing the bank angle. The increase in bank angle raises the stall speed which leads to an unexpected stall and the uncoordinated yaw control is the other ingredient for a spin.

As for a stabilized spin. Other than aerobatic aircraft I don’t think it’s possible to have a stabilized spin in an airplane unless the CG is out of limits. Airplanes are too stable to permit a stable spin. Just by letting off the controls in any training aircraft and the airplane will eventually right itself in no more than a turn or two. Most airplanes are so stable it can be a chore to get them into a spin for training purposes.

I’m now reading the the Brazilian government has arrested the Legacy pilots over suspicions that they intentionaly turned their transponder off.

Not arrested but had their passports pulled. Not looking good for them. Here’s an update:

http://www.cnn.com/2006/WORLD/americas/10/04/brazil.crash.ap/index.html