|Quoting bristolflyer (Thread starter):|
I saw a video of the BA New York flight doing a touch and go at London City, I would think there's quite a lot of things to be done in quite a short period of time in order to get the plane back up in the air.
Go-arounds are easy - TO
/GA power, call for flap retraction, gear up at positive rate, check the nav source is set correctly, and just fly the missed approach until you're ready to clean up the airplane and set up for whatever is coming next. A lot of things to do, yes, but all are quite simple and don't require either pilot to divert their attention for more than a couple of seconds.
What gets you really busy is when you have to look stuff up, either in a chart or a manual. This takes one pilot out of the loop for as long as it takes to pull the appropriate reference material out and find whatever it is that they're looking for, which increases the workload on the other pilot as well. If you get assigned a published hold at a fix 10 miles ahead, you'd better get the chart out real fast to see what "as published" means (and as it turned out, ATC was wrong when they said there was a published hold, which was an extra source of confusion, but things happen). This is one reason that EFBs are great - it's much easier to be able to type in what you're looking for rather than fumble through an index.
I'd say the thing that increases workload the most is weather. If you plan your workload out properly, you can manage pretty much anything. But weather can force even the best made plans to change quickly, can drastically reduce the time you have to complete tasks, and can throw other tasks on top of the ones that you already have (such as keeping an eye on a storm's movement in addition to flying the plane and talking to ATC while the other pilot is trying to coordinate with someone on the ground to figure out options for diversion - that's going to be one very busy cockpit).