TopKap, you seem to be very pleased with yourself but if you fly the way you post then you have got to be the worst example of a contract captain out there.
It's been a while since I flew the 737 but I know that flaps 5 and 220 kts is putting a hell of a strain on the flap tracks. If you use Boeing limit speeds all the time then you are just abusing the aircraft. Slow to BSEC, then start flap extension. If you get hosed by ATC (who doesn't) then boards out, gear down flaps on speed will get you in. We always called the gear the Mexican speed brakes because it works and there are no gear doors to rip off. Got to give the French credit, speedbakes WORK on the aircraft they design.
A 3 degree glideslope is 300 feet per nautical mile. If you are putting the gear down below 1500 feet AGL (5 mile final) then you are flying an unstable approach and you better have briefed this technique and have your sh## together, i.e. no adverse winds or wx to contend with. Final flaps for any carrier I have ever heard of are required to be out by 1000' above the airport VFR or by the FAF IFR.
God forbid you ever try to fly the 757 because if you try your stunts then it will eat your lunch.
Are you advocating landing unspooled? That's not a great recipe for career longevity. I just read where Quantas and UPS have been testing flight idle descents to the FAF from criuse altitude. Even on a 767 all they are saving is 800 pounds of fuel. I can piss that away with an extra 15 minutes of taxi delays or running a tenth higher Mach speed or more than 2000' above or below my optimum altitude. It's efficient and the Quantas way is safe since they only go to the FAF but it is a lot of work for just a little savings.
I have flown with new F/Os all my career. One of the last new guys I flew with had zero turbine time (he was a high time DC 3 and Beech 18 captain). All you have to do to get the respect and admiration that you seem to demand is to let him fly and talk him through what he plans for the approach before top of descent. That way you can offer suggestions and you don't get surprised on final. Generally all I ever add to a F/O's approach briefing is "stop before the end" and "make sure the aircraft is reusable".