Biz Jet Jock-
I think I'm missing something. If that's the "go-around from hell" i'd hate to show you some difficult ones. Climb straight ahead to 3dme then turn right to the vor climbing to 4000'. By then you've had around 4 mins to clean up, talk to atc and read the next (not difficult) bit of the procedure. Not exactly beyond a professional crew i'd have thought.
Oh really? Are you sure we are both looking at the same chart?! HKG-(Hong Kong) Runway 25R? Maybe not...,( which kind of highlights the reasoning behind this thread). Mephisto 88's comments are pertinent here (extract below).
Perhaps you fly to some of the more exotic destinations with special technique/knowledge/practice required, in which case fair enough, but I am sure you will agree it's not quite the same for the average long haul heavy jet operator who might visit such spots infrequently.
Doves-
Yoy make a serious disservice to the professionalism, discipline and competence of the Saudia pilots (albeit they were coming from, in my time, some 56 different nations). From a review of my notes I find on thier SOP:
My apologies; no disservice intended. However, the SOP's (as written in Vol A,B, etc) are exactly that and, as has been pointed out ad nauseam, do not have to be verbalised at length each and every time.
However,-
The PF shall discuss any other significant aspects of the approach and landing that he considers necessary
Absolutely! (but within limits; and therein lies the rub).
Mephisto 88-
Mate, it really is a no drama event.
By the time the dunlops are out of the airstream, and you have given atc a hoy, (they watch you anyway), the tend to give you radar vectors to the South to slot into the radar pattern for another go. This is generally a much better low pucker factor option, than leaving you on the MAP track which was cleverly designed to take you over all the big lumpy bits of the New Territories
Say no more! 'Nuff said. Seems to be the only sensible approach. Maybe the aces can fly that missed approach , as published, manually in raw data, perfectly (and it better be perfect with all those rocks around),on a nice sunny day, but how about when the chips are down, with possible mapshift and unfriendly weather; when I did a g/a on that runway a few weeks back due to a passing typhoon, I asked for, and got very nice radar vectors,thank you very much to HKG radar. I still maintain the published procedure was written by lawyers, not pilots.
9.G
Thank you for the performance clarifications. Specialist knowledge always much appreciated.