Hello all,
Just to provide some history to a few questions raised.
With regard to the long "first calls"; It is not uncommon that the aircraft types for a few of the regional flights are not correctly represented on the (version of the) Flight Plan that ATC has for a particular flight. This has in the past lead to incorrect wake turbulence separation being applied on final approach when the "medium" ahead has turned out to be a heavy. I believe that the root of the problem is the filing of revised FPL by the operator before the RPL (held at the airport of departure) has been filed, thus the data received is the data that the operator intended to amend.
The level passing has to do with the fact that there is no automated data interchange between Dubai and UAE or anyone else and UAE (as far as I know). The advent of OLDI in the future should go a (very) long way to sorting that out. In my opinion, a procedure that requires that Dubai and/or UAE advise the other unit when a Mode C variation is evident and assume that a non-notification means it is OK would be the easiest and safest interim solution.
Somebody asked why DXB does not just design their own (improved) SID's and STAR's.. I believe that our Regulator at the GCAA is considered to be the only one that can make those kinds of changes at the moment.
Regarding the sectorisation and airspace review, Emirates Airlines and the Airport Authority (including ATC and other departments) are heavily involved in a project/program that is being run by an outside agency that allows extremely high speed simulation of various proposed scenarios. There are a multitude of factors that get considered and parameters that are tweaked. This simulation allows for fine tuning of procedures and routings to find the optimum spacing, routings (air and ground) etc with the increase of traffic. The solution(s) may be some time off in terms of realisation, but they are in the making.
It is apparent and obvious that the amount of traffic arriving at DXB during the peak times, and the varying (?) directions and sectors from which they come make it extremely difficult for any ATC or group of ATC's to make it work out all the time without hitches, delays or crock up's. There are tools out there that can, based on final spacing requirements, calculate backwards out to a few hundred miles regarding ideal speeds etc to create a consistent flow of traffic with optimum routings etc. The difficulty in this part of the world is trying to get the powers that be to open up their cheque books and pay for this kind of technology.
The operation level managers know the problems and the solutions, but they do not control the purse strings and so they can only work within the parameters that they find themselves in.
Between regulatory issues, limited funding, ageing equipment, staff shortages, some aircrew that can hardly speak English, some ATC's that Bark at every opportunity and the construction site that has 2 runways associated with it, methinks the guys (and girls) at Dubai and UAE do an outstanding job.
