Bluey,
I think you've missed the point of my posts.
I'm not trying to say anything about what happened in this incident. As usual, there is a lot of Monday morning quarterbacking going on here with a lot of misinformation spread about. For the benefit of other posters on this thread, I'm just trying to explain some of the heirarchy of requirements as they would have pertained to the QF crew.
Namely:
1) If a go-round instruction is received, it is flown.
2) If a GPWS is received (other than in day VMC) it must be flown.
3) The GPWS takes prioirity over ATC instructions.
4) A GPWS warning takes priority over a TCAS advisory (I don't even know if this was a factor in this case).
5) A GPWS recovery level-off will use quite a bit of airspace and probably exceeded the previous ATC clearance limit.
I have not made any judgements over what the crew did or did not do - I'm just trying to explain the decision-making process in such a situation. I'll wait to read the report with interest.