Sorry, I didn't realize I had to spell it out so plainly.
For the overly pedantic, perhaps I should clarify as well that "on the numbers" means BY THE NUMBERS, i.e. the performance numbers, that assume on speed, 50' above the threshold, in the TDZ, and appropriate use of spoilers, reversers, and brakes. Fail to comply with any of these, and you are negating your performance calculations. Can you get away with it? Sure. Usually. There are large margins built into landing data, but relying on them to save your ass isn't my idea of a competent pilot.
But fail to comply with ALL of them? I guess we'll be reading about you on AvCanada too.
Eric, of course there's nothing wrong with rolling to the end of the runway, if that's what the brief was, the performance predicated on, and cleared by ATC. After years of operating in the desert constantly at MTOM and MLM I'm quite familiar with brake energy management. But this is the overriding principle that pelmet doesn't seem to grasp: you fly what you plan and brief, or you throw the approach away and do it again.
Of course, that is your prerogative, but, I have to admit that I find it rather amusing when I hear these pilots stating 'hell yeah, I would go-around" when faced with a situation of touching down in the far end of the touchdown zone with only 10000 feet of runway left, and then go out the next day having no problem touching down under the exact same coditions and setup at the 1500 foot point on a 9000' foot runway and figuring that it is somehow safer based on touchdown point(only 7500 feet left).
You just don't get it. The touchdown point absolutely IS related to the safety of the landing. In small aircraft, of course there are far larger margins than in larger, heavier aircraft but that doesn't excuse a complacent mindset. If you're that close to the end of the TDZ, and you're not 100% certain you're going to be in it, or actually are outside it, you go around. Not just assume that you have "X number of feet left so everything will be fine". It has nothing to do with the length of the runway. It's just totally unprofessional, throwing your landing performance calculations out the window. I think we may have quite different perspectives based on the equipment we fly. You probably wouldn't find it quite so amusing, watching an FO float along at 153kts at MLM, waiting and hoping they'll find the end of the TDZ, trying not to subconsciously nudge the controls. Incidentally, do you know what the absolute latest point is at which a go-around can be initiated?
It all raises the question, why are you unable to land where you intend, and why justify poor flying ability?
As you say, it's your prerogative. But if I can't land according to Boeing's guidance I think I'll try again. That's just me, I guess.
I’m still waiting for my white male privilege membership card. Must have gotten lost in the mail.