See you also bastardize the go-around maneuver profile (you know our SOP)… it’s not “uh oh”… and you don’t tell them what flaps to set during the actual GA maneuver… that’s their job as PF. You learn these F’d up profiles from L-CAL and have used them during your accumulation of 8000 hours in type? 😂

How about we stop departures at LGA anytime “bird activity in the vicinity of the airport” is reported on the ATIS? Considering what happened once in the history of the place.

Spoken like someone who's never flown a pitch-sensitive jet with a 160kt+ target speed.

Give me the docile, easy-to-fly, retirement-cruiser WB with the much lower approach speed, better brakes, better automation etc over the guppy all-day, every-day.

And if EWR is landing 29 when the wind is between 260 and 320 at more than 20kts, I'm not going to make an effort to land on the 22s with a strong crosswind, even if I'm in the guppyER. Imagine trying to justify scraping a cowl or a wing tip after refusing to land on the runway that pointed into the wind just because "RNAV scary."

The 22s have displaced thresholds too, you still need to cross the threshold at an appropriate altitude, no matter the runway.

Three points,

If I’m the Captain, and she doesn’t want to fly the 29 approach, I’d take it from her, and demo it, talk her through it since she’s obviously hesitant to fly it for whatever reason. Perhaps if She/He has seen it before, the anxiety about it will diminish. But a red flag in my book concerning the F/O’s reluctance.

The F/O isn’t a rookie…United didn’t hire her with 250 hrs, I’d assume she was a captain somewhere else before United hired her. If she wasn’t, that could be where the problem lies.

I flew the C-17 in the Air Fiorce . That big Fu#@er could land on a 3500 ft runway at over 500,000 Lbs, with 1000 ft to spare, ALL day long,! Part of the reason we could do that was we had a 500 ft box to land in and if you didn’t it was an automatic go-around. The other reason was massive and effective brakes, which we manually operated as soon as the mains touched down, I’m talking pressing on those brake pedals as hard as your legs can stand. Reason I bring this up, is both the 767/757 can give you impresssivly short landing distances, using manual braking, and you won’t get hot brakes if done smoothly. The auto brakes are great, but if you really want to slow the jet down max manual, or max auto brakes will do the trick.

Yes. PF call. Baseline Boeing unless recently revised. All one phrase. Easy peasy. Easier still if pilot monitoring gets your SA eyes moving with enough space to reject the procedure as defined under FM stabilized approach criteria/limits. Saving landings, transferring control at the fence, off a bounce, past the touchdown zone, rarely worth the adrenal rush.

What did you eat for your crew meal?

I had the fish:)

Did anybody notice all the anti-DEI folks squawking 7600 after this was posted? Radio check JoeBlo and tommy2times, radio check….

In this hiring environment, it is a bit of an assumption to believe that FO had PIC/were a CA elsewhere.

Some of the CA's I fly with are on their FIRST upgrade.

But did you do it 300 yards from 4000 Cubans that are trained to kill you?

“But did you do it 300 yards from 4000 Cubans that are trained to kill you?”

If you’re talking about Gitmo, been there, done that, got the T-shirt x 20
Flew 141’s and -17’s for 28 years.