It is interesting to see this unfold, and contributions by the profesionals like Larry (and others as well possibly).

Here in the centre of London our own London City airport makes Midway look a cinch. Not quite the same size of aircraft although they are currently going for A318 certification, plus there is a glidepath twice as steep into it (6 degrees, normal is 3) due to nearby high buildings.

There are a range of special procedures. In particular there are "touchdown zone" white lights shortly after the touchdown point, if you are not down by then a go-around is compulsory. There is special training required for the approach, which is done at the quiet Gloucester airport elsewhere in the UK, which has a comparable runway length all fitted out with the special London City style approach lighting.

I get the impression that this accident is a typical "chain of circumstances" one, that the media, with a desire to reduce everything to a single short sentence, cannot quite get their head around.

- Conditions slightly worse than expected.
- Touchdown cues slightly obscured by snow.
- Tailwind float slightly more than anticipated.
- Touchdown slightly beyond limits.
- Autobrakes either not in use by this airline or newly implemented and thus novel (some uncertainty over this)
- Reversers balked slightly when skipper first pulled them.
- Runway length (LDA) only just within minima for the conditions anyway.

I wonder how many of the preceding aircraft stopped right at the end of the runway ? Did ATC notice ? Did they do anything about it ? Could they even see the end of the runway from the tower in the conditions ?

Going back to London City all involved pay close attention to every aspect of every landing. Have those concerned with Midway gone on into "ho-hum, another one" mode ?