Mairyhinge – To sum up some of the above threads, most pilots think ATC know the profiles of the aircraft they fly, the company SOPs and even the engine fail procedures for their specific aircraft type and Company. We don’t. Your company doesn’t tell us, the manufacturer doesn’t tell us and you can’t learn about it from a Flight magazine.
We have around 70 regular operators into CLK flying everything from Biz-jets to 747’s and all have different SOPs, even for the same aircraft types. As ‘valeriey’ says, if you can’t do something or are uncomfortable with the instructions given to you, tell us and then tell us what you can do. We will then do our very best to modify what we are doing to suit the situation. (Relative positions, levels and speeds of other aircraft ahead and behind you will have a bearing on this). The earlier you tell us, the more likely you will get what you want.
As for the windshear warnings, if it’s forecast, or observed, it will be on the ATIS. If it’s a warning which has only just occurred, it is given to you when you call the tower, which in turn is usually before 5 miles. Also remember that all windshear warnings are based on LOW LEVEL warnings, i.e. below 900’ and only for final approach or departure which is defined in the Hong Kong AIP as the final 3 nm to touchdown or the first 3nm on departure. When I last looked 900’ is below the 1000’ you should be stabilized anyway.