Bedder:
The point I was trying to make about runway behind you in regard to the Biman reject is this : In the biman example an A300 ( lighter than a 777 ) used almost all of DXB's rnwy to bring a badly dammaged airplane to a stop. Nobody was killed. If that had been an intersection takeoff they would have gone off the end. The reason : RTOW data is all based on a flyable airplane ie any failure after V1 you can fly away. Any failure before and you can stop in the confines of the rnwy (stopway etc.) This is also based on assumed aircraft performances ie max braking, reverse, ground spoilers etc. ) There are numerous reasons that the a/c might not stop as predicted. Amongst them are : mechanical dammage in excess of that predicted in certification stopping distance calculation, rubber deposits on the runway, blown tires and associated dammage, older aircraft with worn brakes, hot brakes (or warmer than normal but within limits) shifting cargo (on a freighter) and I am sure there are more. So to have more runway is ALWAYS good. If it is not there then you can't have it.
Having said all that I fully understand the need for expedience, shuffling of departures and the pressures ATC controlers are under. If what you want is a request on ground for full length then put that in the Jep charts. Or ask the local airlines to include it in briefing pages. Problem solved.
I apologise for insinuating that you thought they were rude. I was responding to the statement :
My complaint is, that the B777 should have addressed his request to me (ground), but me being the "known, experienced sounding expat", compared to this "non experienced sounding local", one wonders.
As a cockpit being a busy place on push back and departure there is a possibility that they just got to it when they checked in on tower.
Now regarding my comments (and you are right I meant A11 and A12). There was a 744 crew who were dobbed in to CAD for using A12 when cleared A11. One other airplane around well clear and the 744 taxied to A12 and took off. Clear sunny day no conflict etc. So in a case like this A12 SHOULD have been offered but was not. It certainly should not have ended up on the CADs desk. It is incidents like this that might account for some of the reactions you are getting from the aircrew.
I think in the HKG ATC you do a fantastic job. (Yes I know I am sucking up but I mean it). However with the number of new controllers you are putting through ,you could add some common sense training to anticipate these scenarios and try to provide the full length (when available, reasonable expeditious etc.)
My 2cents
Cheers
FG