I am reading a lot of great inputs to the discussion about glidepaths, PAPIs, RNAV approaches, etc. I would like to pull back for a second. If they hit a truck on the highway, they almost touched down on the highway. That means they likely heard “50, 40, 30” and maybe even “20” before that contact. If I hear “50” and I’m not over the threshold, I hope I would respond with a little power bump and maybe raise the nose a hair so I don’t touch down too early. Monday morning quarterbacking I do acknowledge.

After landing did they send everyone down the slides because they heard a beeping sound too?

Say it again, then say it AGAIN

According to a previous poster, that's not our job.......

The suggestion to simply let the autopilot fly the approach to 500' is facile and impractical. Maybe in a simulator this is a viable technique, but, in the real world you can't rely on this as a solution because there are plenty of times ATC will impose other constraints on the pilots. For example, ATC has to sequence you between traffic using the 22s.

• They may want you to slow to final approach speed ASAP: the quickest way to do this is to level off and fully configure.
• They may want you to square your base to final turn (or even over-shoot final slightly, then correct back) to provide the necessary traffic separation.

As long as I have been in the industry, there has always been a paradigm mismatch between the schoolhouse and air traffic control.

It does, as others have pointed out. Since it does, that means that there are obstacles that required it to be displayed. Like likely means that the clear area is right up to the limits for the location of the displaced threashold.

The altimeter setting corrects for non-standard temperature and pressure up to field elevation. At TCH of 60', you'd only have 60' of non-standard conditions to correct for which would be a very small amount.

The RNAV (GPS) W Rwy 29 is new. The old Stadium Visual Rwy 29, and the RNAV (RNP) Y Rwy 29, both swing out farther to the east giving an additional 1.0nm of straight-in final. The RNAV W cut that down to 1.4nm from 2.4nm. No idea why they did that. Should be a capacity issue as you can still put just as many airplanes on the Y or Stadium ground tracks.

Runway 4 at LGA. It has a little more margin but there's a hotel that impedes on the ILS clear area which results in coupled approaches being prohibited.

The ATC altitude seemed to really race from 500’ 100’. But that was YouTube.

For reference from Grok:

NJ Turnpike standards call for ~40-foot (12 m) mounting height poles on mainline sections (with 26-foot ones on ramps). These are typical for major highways to provide broad illumination. 

Aircraft accident. Unstable approach, failure to execute GA. Like an errant approach shot bouncing off rocks & finding the short grass, verrry lucky day at le garbage.

you guys love bringing up DEI every time something like this happens. and every time the crew ends up being old white men suddenly you're quiet. just ****, disrespectfully.

DEI if that is their agenda or Age 67 if they are a raise the age type.

What's sad is they don't wait even a second after the event to start pushing it..... See DCA mid-air( particularly when talking about the PSA crew).

I'm aware that the CEO was referring to just the aviate program. Someone else asked where the quote came from, I just posted it. I have no idea who these 767 pilots were and think it's more than poor form to speculate on the cause at this point. I think anyone pinning it to DEI right now is an idiot. I also understand that quote can be interpreted by reasonable people that United does at least some hiring based on attributes not related to being the best pilot.