Days of yore involved more manual flying during departures and approaches because we did not have GPS, RNAV/RNG assisted procedures. I mean that CIVET Arrival into LAX, before all the fancy automation? With all those crossing restrictions and math calculations?

The came along the 75/76 with the Honeywell FMS… I cut my teeth on the automation of the 73 with the Smiths FMC.

Flying skills, ADM, Threat Assessment & Risk Mitigation and CRM are included factors affecting the outcome of this accident. No blame or judgement until all the facts are analyzed. Who knows… was there WINDHEAR?

First of all… great to hear no fatalities or injuries, except to the jet. A lesson learned, not only for UAL, but for every aviator worldwide, regardless of the size of their aircraft. Adhere to the OEMs’ performance, flying techniques, and limitations.

Practicing shorter landing techniques in the simulator, especially at home base airport. Understanding performance numbers from the AFM factoring head/tailwind wind components with various runway conditions.

Question. Is it UALs SOP that circling in maneuvers are captain’s only? Some airports with close in circling maneuvers require special training and checking? It will be interesting to see what the root cause of this accident.

A large number of carriers, especially overseas carriers, require the use of automation to be switched on by a certain altitude… or expect a call from the CP. US is a bit more liberal than foreign carriers with the use of automation outside of busy TMAs at the discretion of the crew.