ReverseFlight, AVV 18 ILS is a pretty simple approach as you say. It does have a local anomaly that can get you in trouble. In a strong NW wind, I think the Yoo Yangs block the wind below the summits. On final about the time configuring commences, the wind diminishes from a strong tailwind to a light one or even a westerly breeze. I know a lot of software experts will tell me I am wrong, but I only report what happens. With the strong tailwind going to a light or no tailwind, the plane interprets this as a headwind. The IAS increases and it is difficult to slow down to extend the flaps. I have required gear down out of sequence and speed brakes to get the speed below max Config Full extension speed. If you expect this, no problem. If not, it can get you into an unstable approach very easily. Don't know if this is what happened last week, but could be a possibility of why the missed approach was executed.
The insinuations previously about the check and training deficiencies are utterly and completely false. From the chief pilot down, all are talented, hard working, and dedicated. Actions by individual pilots do not in any way reflect on their abilities or the department as a whole. At no time has there been any directions from management about fuel carriage and no questions have ever been asked about the the reasons for extra. At no time has management ever directed questionable procedures to improve on-time performance. No management questions have ever been made to pilots who think their aircraft needs engineering support. Tiger pilots have more OFF or STBY days, because of the efficient crewing, than other airlines here.
Draw your own conclusions of why the agency has done what it has since the weekend. Having watched another fine airline decimated by conveniently timed groundings, I definitely have mine.