B767 Undifferentiated or Other Model
Flight Crew Commercial
Situational Awareness
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Human Factors; Procedure
Captain was flying GIGSO 1A arrival into SBGL. Got late clearance to descend due to language issues and other aircraft on same arrival interrupting clearance. This resulted in being high on STAR. Approaching 5000 FT on final to ILS T RWY 15 with spoilers extended elected to go around. Approach instructions were climb to 7000 FT; turn to 030 heading. Input 7000 FT and 030 HDG; with autopilot engaged; into MCP. Aircraft turned but was slow to climb. This vector was toward ridge line. It was VFR but with slow climb I elected to disconnect autopilot and manually climb to 7000 FT. Transition level is 7000 FT so I asked FO to confirm FL070 or 7000 FT. With 7000 entered the altimeter setting was amber so there was confusion. Again as question was asked other aircraft blocked our transmission. We knew MSA was 5000 FT within 10 NM of AFLD and 9500 FT north of AFLD; but we were on a north vector and weren't sure of the 10 NM range from AFLD. As go-around was executed I pushed throttles up but not enough with spoilers deployed and climbing to 7000 FT. At this time we got momentarily stick shaker. Pushed throttles further up and realized the spoilers were out. Clarified the altimeter setting issue; got vector back to final and landed uneventfully.Start with getting descent clearance well ahead of top of descent point especially if there are language issues. Recognize earlier if a high descent rate is required for making a stable approach and ask for relief.Normal go-around/breakout procedures habit pattern is closing spoilers on the go but with assigned altitude and transition level same; the confusion lead to neglect of this routine pattern. When clicked autopilot off inadvertently kicked off auto throttles (AT). So with what I thought was pushing up throttles enough for a clean go-around; and thinking AT were still engaged; it was not enough for a go-around with spoilers deployed and a climb. This slow recognition during confusion over altimeter setting and terrain concern would have been taken care of if AT were still engaged.
[Report narrative contained no additional information.]
B767 flight crew reported the Captain executed a go-around following an unstabilized approach to SBGL and was late on retracting the spoilers.