Max Trescott

A Kindle DX partnered with PDFplates.com is the way to go!

why won't the airlines let me use my kindle below 10,000 feet?

The airlines won't let me read my kindle below 10000 feet - silly!

Sounds like some airlines won't let passengers do anything during the last hour of the flight. They sure are making GA more attractive!

Yes all these factors are there, tailwind, rain and wet runway and poor braking action but I hope the landing was within the TDZE and the thrust reversers and spoilers were operational and used.

It is too early to form an opinion

Congrats to Boeing and the aviation community

I have never understood the reluctance to go around, it's more log able flight time!

Normally cross wind and gusts are a big factor for such incidents especially in airline flying where schedules have to be met and IFR fuel reserves monitored under operations with thunderstorm activity in the vicinity. After touchdown in such conditions with rain splattering on the windshield, wipers going on a slick runway, it is only God who keeps the aircraft straight.

One should never be shy of executing a go-around irrespective of what the talk would be amongst colleagues.
On a morning Frankfurt arrival from Athens on a 707 cargo flight, I ended up slightly to the left of the runway after ILS approach on getting visual. The visibility was already reported poor and although we had been taught landings from such ... See Morepositions during actual flying training, I did not hesitate in going around, and was asked by the tower controller for the reason. This was handled by First Officer Asif Akhtar who also asked for radar monitoring on the subsequent approach. We landed without incident.
On an earlier flight, my first flight after the Atlantic clearance to New York as a captain and incidentally with the same First Officer, I had to divert to Boston from intersection "Mike", some 25 nautical miles from JFK on a continuous receipt of approaching weather. The last weather on ATIS at that point was altimeter undetermined (it was changing so rapidly) with winds building up, visibility deteriorating and the alternates (Baltimore, Philadelphia) to the south closing. With this, the controller asked us to hold over “Mike” with an indefinite EAT. The airline never questioned that decision.
There were two domestic overshoots after executing an ILS approach at Karachi, with a Singapore airliner even landing in those conditions--early morning fog. I didn't sight the runway at decision height but saw it on the go-around, where I made up my mind to try again but failed to see the runway again.

Mission Aviation Fellowship is an amazing organization.

I will be purchasing this, I hope it is available in bookstores (Chapters-Indigo, Coles) in Toronto, Canada.