Blip,
In Europe co-pilot trainees with less than 800hrs TT (still very common) are not permitted to use Zero Flight Time training as you suggest. Aircraft Base Training (ie. circuits) are flown as it is felt that the Level D sims simply do not have the fidelity of the aircraft to enable students with low experience to gain the necessary skills before line training.
I'm not arguing the technique for recognition of a long landing and I agree that on a shorter runway provides the best demonstration of this. I'm just not sure that this so-called "short-field" technique exists for large jets.
To respond to you previous post about the 500ft call being there for incapacitation purposes.
You asked am I serious?.... err yes.
Listing the following actions you mentioned with a direct response.
Intercepted the final approach path, > LOC/APP/VOR autopilot modes.
Called the tower, > the PM/PNF does all RT not the PF, the recipient of the 500ft call.
Armed the speedbrakes, > at Gear Down, to be stable done at 4nm 1300ft.
Put the gear down, > as above
Progressively extended the flaps, > by definition of a stable approach this should be completed.
Set the correct MCP Speed, > again completed with final flap selection.
Called for the check list, > surely done earlier than 2miles
Responded to the checklist items correctly, > done earlier than 2miles out!
Probably already acknowledged the landing clearance. > PM/PNF does that.
My point is and rather more the point a TRE made to me about the 500FT call is that providing you are operating to the SOP on a stabilised approach - in theory its the last call before Minimums that will be made that requires a response from the PF. Therefore the last chance to gauge any incipient incapacitation.
You can argue the toss about when and if you'd notice. Does a meak "check" mean something is wrong etc... but according to the Boeing trainers thats where it came from!