Nice Topic and I hope it can continue in a polite manner so that ATC and pilots alike can learn something and improve the procedures...
I'm not sure if you pliots know but there is a variety of restricted airspace blocks around AUH which may influence the descend of your aircraft. The Military around AUH are very unpredictable, and what they decide we have no control over. We try our best to get you on the ground in the circumstances.
As for ATC Clearances...I personally prefer if you called on stand for clearance as then I can plan that you will be pushing back in approx 5-10 mins. Bear in mind that we have to pass your requested Flight Level to Approach (who pass it on to Area for preplanning) so it takes a few minutes to get your squawk.
As for the Al Ain airspace, they control it and offer it to AUH controllers when then are not busy so we can offer you lower(usually in the eveing times.) Al Ain is a where most of the UAE air force complete their training and its a non-radar environment. What I mean is that when we restrict you to 13000 or 10000ft the area may be active with aircraft but without transponder so you cant see them on TCAS (and nor can we on radar.) In this case you can expect descent most times when you have just passed Rovos. ( I not 100% on this but I believe the B763's descent profile requires a few more track miles to touch down but can only clear you for further when its safe to do so. If you need a few miles ask us for a slight turn to the left to establish early for ILS RWY31.)
When you guys and gals are heading our way via Retin (ie from overhead Dubai airspace) we talk to you directly from UAE Area and have specific points at which we can descend you further. You sometimes ask for descent and we have to tell you to standby. In this time we have to ring DXB who are always busy and take a while to answer. We talk to the DXB co-ordinator who then has to clear it with the relevant DXB controller before getting back to us with the ok to descend. (I'm not complaining about DXB, I only have to scroll my radar up a bit to see that you have a lot of aircraft on frequency)
AUH approach is a one man position. Our co-ordination procedures (and telephone system) were established a long time ago. It takes a lot of time to organise just one aircraft or VFR heli into one of the 3 military airports near AUH. One of the military airports only have AFISO's so we have to spoon feed them. The military guys and their heli's are training. I know they have to learn sometime but as an ATCO they are unpredictable, have hearing problems and they believe themselves to be above the law. We spend a hell of a lot of time trying to get simple instructions through to these guys which is why sometimes when scheduled traffic call when dont reply straight away. (I'm not joking when I say that there is potential for a controller to be involved in an incident DAILY just with the military traffic.) As controllers we have zero job security - one incident thats our fault and we are on the next flight home. Sure we have a co-ordinator for the busy periods but it does not help when Police34 is heading the wrong direction and decides not to reply to you anymore!
Speaking from my own personal experience I try my absolute best to help pilots out, regardless of the airline. My philosophy is that the faster I can get you on the localiser and the faster I can get departures up and towards their exit points then my life is made easier. I dont want to talk to you for any longer than I have to (no offence) because there is always more planes on the way in and out.
When I arrived here in AUH I was surprised by the amount of very restrictive procedures. I could improve these myself but as anyone who has been in the Middle East for while knows this a long drawn out affair. One of our most competent ATCO's recently got promoted to the management office and is slowly making inroads towards improvements. He has his work cut out to make changes but he is getting there! Until then I (sometimes unfortunately for pilots) have to enforce current procedures to save my own ass in the event of an incident.
Hopefully this topic can clear up few points. Constructive criticism is always welcome. If you have any questions please feel free to ask. I'll either give you our reasons from the ATC perspective or raise it as concern within ATC here,
Thanks,
Abu.
Forgot to expain the spacing between inbounds after sunset...
Our Procedures Manual "recommends" ( stressing the inverted commas!) 10nms between arriving aircraft.
I know that you will naturally slow down as you near the ground. I know that the runway is long with plenty of taxiways. I know that these taxiways have both edge lights and centreline lights to help you identify them. I know that if you are number seven for approach and number 1 is on short finals then you have atleast 61 track miles to touch down assuming all aircraft are equally spaced and at the same speeds.
From personal experience I found that some (not all) local controllers are completely 100% by the book. If you have a departure, you do need more than 5 miles between inbounds. Sometimes though, its like talking to a brick wall when there are no departures involved.
When you get 2 like minded people in TWR and APP things will work smoothly with 5 miles between arrivals but with staffing and rosters this cant happen all the time. Not much I can do then!
Abu.