Apart from the quip, what is your contribution or thoughts on this debate?
His point was that anyone who thinks they
must go around
just because they changed the flap configuration below 700ft in response to an engine failure isn't exhibiting the flexibility required of us pilots. You'd look like a bit of a dill if you took birds and only one donk stopped initially, requiring a flap position change, followed by the other stopping during the go-around that was executed just because the Stab App config criteria was "not complied-with". The BA 777 at Heathrow would have been a good example had the engines rolled back say 60 seconds apart.
Captain Bloggs, I don't agree with your thoughts most approaches become unstable in the last 300 ft, we see it frequently in the sim, more so in VMC conditions.
Well then, you need to give your pilots more stick-and-rudder time so they have the skills to look in (at the GS and speed) and out at the same time. Flying visually from 300ft in a stable fashion, even if using the GS as the slope reference, really should be a no-brainer.