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.

Oh man, bringing back a classic, was it “Captain Zulu” he was called?

The rationale/excuses when DAL did it in ATL were amazing.

Imagine just being a pilot, able to do pilot-y stuff and fly a plane….

There ACTUALLY were injuries to a CDL driver… driving a Bakery truck. I’m not sure why that was not reported initially.
The only reason runway 29 is ever in use is because the gusty northwesterly winds usually make the 4L/22R exceed crosswind limitations, so you are never doing this on a calm day.
The runway is still 6,725 and not getting longer……and we aren’t getting lighter.
No precision approach.

Does a 767-400 landing on 6725 feet seem like it has no association of threats?

I agree with others, we have normalized an approach with a lot of associated threats and heightened risks, with basically the resigned sarcastic “Well it’s Newark right, guess you gotta be a pilot.” This was bound to happen eventually.

Shades of DCA Helicopter indeed.

It seems like the racists and sexists come scurrying out of their holes after every accident these days. Pretty pathetic, IMO.

Not on the RNAV W, which I believe is what they were using that day. Autopilot must be off by 50’ below MDA (guppy fleet) which in this case is 830’ and that’s on a base leg. Hand flying on the PAPI from there.

I’d guess it depends.

Granted, LGA Is a few hundred feet longer, L-1011’s and 76-4’s went in there daily without hitting light poles.

Really, wow. That's high (not that it makes it much harder). Maybe it's just the Airbus, but landing on 29 never seemed to be that big of a deal and both the RNAV overlays for the visual and now the RNAV W have sure made it easier. I do think there is a psychological effect caused by it only being 6700' that makes people want to shift to a shorter aimpoint on final, ignoring that in recent years we are typically only landing there with a significant headwind.

I fear are going to stop rolling 7's at UA. We've been seriously lucky.

How does 29 not have a displaced threshold???

Muffin man departed the hospital with minor injuries. Pedestrians claim he was later seen dancing all the way to the bank, because he’s about to get PAID. 💰💰💰💰