Ah...a good thread. Nice to discuss this over a "cuppa" (or preferably, a brewski!). And this could even be "friendly"! ...so LETS ALL KEEP IT THAT WAY (friendly)...PLEASE!!!
Your information, and all the details of the "WhyDoTheyDOthat?!" is great. Thanks - it is appreciated.
A question on your third point: Is there any discussion to co-ordinate Al Ain's upper airspace to cater to the busier aerodrome, AUH?
On to YOUR questions - my opinion, my answers (open to discussion!):
1. Why do some flights reduce speed early (on early downwind) to 220kts or less?
...see answer to your number 2. And if you can tell us to expect an early turn, we'd GLADLY slow down early for you. Anticipation is usually the trick in slowing early. Nothing worse than screaming along fat, dumb and happy (glad I am just happy...) and going the wrong way (away from Terra Firma Runway, I mean) when suddenly the vector is miles shorter than expected. Anticipating an early turn is why crew slow down. A heads-up helps. PLEASE!
Why is it important to know your number in sequence?
...see answer above. Basically (re-stating things here to drive this home...), to slow down and prevent barrelling along number 7 in sequence and turning base somewhere over Al Ain...
...or it could mean the crew up front forgot to hit the Seat Belt Signs "ON" at top of descent, and they want to know how long they can loiter so the crew in the back can get things tossed away in the bins and get the SLF to "sit up, buckle up and shaddap" for landing...
Seriously, 20 mile downwinds (NON LVP!) are not uncommon at AUH (and shouldn't be needed if co-ordination with UAE, etc, to slow inbounds down way back). No offence meant - the long downwinds are sometimes a bit much. Right, gang?
Do you prefer a 'square circuit' i.e. one downwind heading, one base heading, and what is an ideal base turn, 5nms parallel with rwy?
Why do they have to be "square"? A continuous turn, from downwind to finals, works great. The typical speed on downwind to base is around 210 to 225 Kts. That radius should be closer to 2.5 miles (do the math...). So instead of making the downwind 5 miles, try HALF that distance, and the base "turn" becomes one continuous arc. Saves time, and the flight management systems can handle this (even in the old dinosaur I drive!). All we need is you guys at the scopes to let our little blips cut in a bit more closer than has been done. Thoughts?
And how about a novel idea - let the crew's self-position. Or have the upper-managers design arrivals that would allow this. It won't be long until DXB II is built a darn-lot closer to AUH, and that will force some serious redesigning of the space above all that sand. Get ahead of things and start planning that now. With speed control, vectors could be a thing of the past. Yes, that's a big of a simplification but I'd like to think positive. Vectors all over the sky is just such a waste.
Even a simple set of arrivals would save headaches, time, and especially nowadays, fuel. Think about it. Please.
Until then, when traffic is light, how about self-positioning (even - GASP - OFFER it?!) a bit more often (keeping in mind the restricted airspace you mentioned...). We DO appreciate vectors when the crud makes it almost CAT II, but when you can see across The Gulf, let the crew's line up on finals themselves. Please.
4. Would you prefer clearance on start up or on taxi.
Clearance could - no strike that - SHOULD - be given a LONG time before starting pushback. How about 10 to 20 minutes before ETD, like most places? DXB doesn't suffer by doing it, nor does most of the other places (outside of the region, that is). Heck, you could even pave the way for other ATC units around you to follow suit. DXB, then AUH...what next...clearance ahead of taxiing in MCT, BAH, DOH?! My word that would be progress!
...Change the rules, ATC managers / Civil Aviation...and things could move along faster! PLEASE!
Getting clearances while taxiing is simply Old School. Bin it. Fast. PLEASE.
Oh - did I say PLEASE?
One thing - the winds up there can steer us off course. And the winds at 2,000' can differ quite a bit from the surface. Not everyone in the dark room that steers us, where you work, seems to recall this. (RE-READ the "NOT EVERYONE" before you flame back, PLEASE!)
Thanks for the info. I'm by far an expert on what happens up there, but I hope some of this helps both sides of the scope.
Cheers,
R.D.
PS - Change the ATIS. PLEASE!