dont forget with a 30kt headwind!!

I don’t know anything about the 76, but I doubt it has higher relative target speeds than the 73. I’ve done the approach to 29 many times and it’s not that bad if you’re a half decent stick. You can still use the 1000’ markers as an aim point, brakes max if you really want it and you’ll still exit on W2. All of this in a 9ER. Not difficult.

And I came in a little after the incident aircraft and didn’t find myself having to drag it in over the turnpike.

It was way way tighter before the RNAV. And yet no problems. Its not the approach, it was the technique .

There were periods when circle only 29 (no rnav) was the flow cause of construction on one of parallels.

The geometry is interesting.

TCH is 60'. The southbound lane of I-95 is ~630' from the threshold. The PAPI is 3.00°. That puts the center of the PAPI glidepath about 90' above I-95 but that's to the pilot's eye-level.

Subtract the 15'-20' that the gear hang under the pilot's eye-level, add the height of the light pole, and you might be down to 50' (20' pole) to 30' (40' pole) of clearance and that's when you're on the center of the PAPI glidepath.

I did not know that the margin was so small.

Well, the LDA is 6,501'. That's "almost 7,000'" if you're rounding to the nearest 1,000'.

I guess that explains why the old guys wanted to see three whites on the 29 PAPI from the wide body cockpit seats.

And remember not to long ago “adjusting aim point” was printed in company material.

It was bound to happen

I’ll never get used to landing on shorter than normal runways. I’ve been around the block, but those type of landing never cease to make the heart rate go up.

We have our own challenging airports here at Cowboys Airways. Nothing makes me happier (sarcasm) than landing in MDW, gusty winds, heavy, and a wet runway on an 800 or MAX! We require flaps 40, max autobrakes, with the probility of overspeeding the flaps probably greater than 70%. Fun fun..

But, we do this all the time. After all, there’s no way our crew planners would EVER let us fly just one or two legs per day. So we get a lot of repetition. Which begs the question, do heavy guys/gals get the same in your neck of the woods? Could this be a factor? I truly don’t know and simply speculating..

I understand you are from WN?

I'm not sure I understand your question

There is no Boeing FCTM procedural change for 767 short field approach & landing that I’m aware of? Normal glide path and ref for given weight and gust conditions. Use the correct performance data and let auto brakes do their thing. Dealing with the visual is another matter. Which is why the brief and PM function becomes all that more critical. We’ve all been a little low, a little high. TCH is probably too late for a weetoolow hoss callout.