My response is that with so many "emergencies" in such a short period of time... what ADM are you practicing in continuing to fly aircraft from that provider.

Again, anybody can be trained stick and rudder skills and through practice how to track courses both horizontally and vertically. The hard thing to teach is when NOT to do them in the first place, and that come with time.
My question about your ILS to mins, would be, what was your fuel state while doing it, where were your alternate airports, and what was the weather doing enroute and at the alternate...

Nowadays, actual is a difficult number to quantify. For example, is somebody getting actual in a C-172 that is /G with a fully coupled autopilot, moving map displays, and all the bells and whistles.... or in a C-172 that is /U with dual VOR's and one GS... two very different skill levels required.

Stop while you're still ahead.

Ok, then perhaps you can explain why IOE times at all the regionals has gone from 20-25 hours, to 65-100 hours? The IOE Capt's are having to teach people how to fly, instead of orienting them to airline operations, and providing tips & pointers on the best ways to get the airplane to operate smoothly and efficiently...
The reason part 121 does not have the higher hiring minimums that 135 has is because you are not being hired as the Capt. In 135 you would in all likelyhood be the PIC and be the final decision maker... and everybody, including the FAA, agrees that the level of decision making for PIC, especially single pilot PIC, needs to be higher. In the 121 world they know you will be SIC, and they count on the PIC to oversee your actions and prevent disaster.

Nobody is saying you can't take a low time person and put them in a jet. What people are saying is that they typically take much longer on IOE, are still learning how to fly, and are making mistakes that more experienced pilots would not make. If not for the general high quality of the Capt's in the industry we would be reading about many more accidents this past year. Capt's now are having to litterally watch/babysit new FO's since they do stupid things at terrible times, forcing the Capt's in many cases to take the plane away. The four IOE Capt's I know personally at my base have some real horror stories this past year.... and that is just one base at one airline... yet they say the same thing has been going on industry wide this past year with the low time pilots.

So, please.... you can play devils advocate all you want.
I live, see, and hear it everyday. The FAA will allow you in the cockpit because they rely on the Capt to keep things safe... So, if that is what you really want to do, the go do it... but don't fool yourself into thinking it's the safe thing to do. If you can't go fly checks in a Cessna 172 by yourself, why should you be allowed to pilot a transport category jet by yourself? Now, before you point out that the Captain is there... I want to point out how often they are not. Frequently, human beings need to visit the restroom.... during those times, you are by yourself. AThe age 60 rule has changed to age 65, and nobody yet knows what the full ramifications will be. Last year a CAL FO had to bring a 73 in after the Capt went TU.... so, it does happen.

The point is, we can play what if games all day. The facts speak for themselves. IOE times are up, Capt's are getting stressed out from having to teach/babysit, radio etiquette has erroded, violation actions are up, ASAP reporting is at an all time high....