Originally Posted by Roffa
The safest altitude would be 1,000ft above the missed approach altitude, though at places like Stansted that would put the transit traffic in Class A, so not an option.
So, instead, you'd probably be cleared at a lower altitude and held if necessary such that at the time you're crossing the threshold there isn't IFR traffic on a shortish final that would conflict in the event of a go-around.
I await the armchair experts' views on this with interest
OK - I'll bite.
How many go-arounds does Stansted have as a percentage of their total movements?
How many go-arounds does Stansted have, again as a percentage, when the weather is good enough to allow 2000ft VFR transits via the landing threshold?
I would suspect the percentage is miniscule. So on that basis, why deny a procedure that is probably safe 99.9999% of the time, and easily solved the other 0.0001% of the time by the VFR doing what they're meant to be doing and avoiding the IFR go-around visually? (Which is why you pass traffic information to VFR's on IFR's).
Or - another solution. How many IFR's go around outside of 2 miles final? Even less of a percentage. So transit crosses 2000ft a mile or two downwind of the threshold - aircraft go-around commences go around inside them (between them and the threshold). No conflict, no workload.