Hi to all that use the Abu Dhabi TMA
There isn't much to add to what Abu and TMAGuide have written about why we do what we do.
We have had the ATIS updated by the person that originally recorded it, so the excerpt about 'HIGH SPEED TAXIWAY NOVEMBER......' should be a bit more bearable. We are sorry to not have picked up on it earlier.
I also have a few questions/polite requests to the users of AUH...
- Please (pretty please) can you contact radar on getting airborne with "ABC123 airborne passing xxxx feet". We are required by the regs to verify each and every aircraft's transponder when getting airborne. It will save us the hassle of (maybe levelling you off in the process of) asking you. We would really appreciate it.
- When inbound, report to us "DEF456 passing FLxxx". Also, please mention any headings and or speeds imposed by ACC. Additionally, (and seeing that we have now had the ATIS 'repaired' and you don't have to 'tune out' when the abovementioned excerpt came up) please report to us Total Persons on board. Again, regulations require us to have obtained those figures of all inbound aircraft prior to hand-off to tower. You help us and yourself at the same time, because sometimes we may be busy and forget to ask you, and I have seen some controller ask at the most inopportune times (ie LLZ intercept) for the number. I apologise for those occasions, but some people have very (and I stress very) limited knowledge of what goes on on the flight deck.
- On startup, all we need is "GHI789 Standy Xz, request push/start for XXXX FLxxx, and xxx total persons on board". This is everything we need, and will save us from having to ask you for the information. Again, we need to have the total on board prior to clearing you for take-off.
- We realise that the various operators here have certain speed limitations imposed by operators. Would someone from the respective users be so kind as to advise us of what exactly they are?
- On more than one occassion I have had crew slow from the instructed speed without asking. Please (again, pretty please) ask us beforehand - you may not see anybody on TCAS (he may be inbound from the opposite direction), but we really won't impose a speed for no reason. Again, if you can't comply, just advise us 'Unable to comply' and we will sort something out. It just becomes very difficult when you have 5 inbound, and you are number 3 or so, and the issued speed becomes a problem, thereby complicating the issue. While we are on the subject of speeds, I will normally ask for around 240kts until abeam the field, 220kts prior to base and no more than 200 before intercept. Is that acceptable to you as the users? Please comment.
- Here is a tip - which is particular to the left-hand ILS approach for 31. Due to the restricted OMP49 (which is SFC-65A), could you arrange the descent to be abeam the AUH VOR at 65A? I am sure that if you get vectors for the regular 8nm intercept, there will be enough track miles for the descent. Also, see next point.
- Many users are requesting vectors for 'a short ILS'. This is highly feasible for the R/H ILS onto 31, and the L/H onto 13. It's impractical for us to vector to R/H 13 - you may have noticed hardly ever getting that, well it's due to the position of OMP49. Getting back to the short ILS's, that just leave the L/H 31. Now, there is a mast to the south of the field (Mohawi Mast), which is 1149' tall. This required us to stop your descent off at a minimum of 2200' until you are clear of this mast. This means you need to establish at +-8nm from 2200'. So, please bear with us, unless you are happy to 'chase the glide', we can't turn you in very early.
- When vacating the runway, when you read-back you taxi clearance, perhaps include your aircraft registration? It would save us asking you, as we are required to obtain it from each aircraft inbound.
- Clearances. Enough said. Please call for these before start-up if you want. I have absolutely no objection in issuing these prior to start. In fact, this is the only airport where they are issued on taxi. Although, I did ask a 767 pilot yesterday, and he advised he prefers the clearance on taxi. The ball is in your court here - nothing is stopping you calling for clearance before start.
- Familiarise yourself with the fix NIBAX. This fix is the 'begin' point of G462 to BALUS. We are required to send you there if you are routing to the north-east. N563 is not available to departures from AUH, as it is ONLY and en-route airway.
- When approach has advised you that you are number 4 (or whatever) for rwy 13/31 - please don't ask for the opposite runway. This question may be at the most inopportune time, which may result in a snappy 'Negative'.
- If a controller says "Stand by", he means it. Please don't wait for 5 seconds and call again. If you honestly think we have forgotten about you, then by all means you are welcome to call again. The frequency may not be busy, but you may not realise I have just called approach to find out if the runway opposite to what's in use is available for you so we can plan your pushback to fit in with our traffic. Also, the tower ATC handles two operational frequencies at all times. One is for you, and the other is for vehicles. There are just sooo many transmissions that occur at the same time, we have to go back and ask for the message again. I would dearly love to have a 'coupling' feature that enables vehicles to hear ATC and likewise. Obviously a ground controller would solve the problem, but I honestly don't see that happening.
These requests/suggestions are put up here in the utmost respect to our users. You will find that things may just be a little smoother by helping us, and ultimately yourself, out.
As mentioned by my colleagues above, Abu Dhabi approach radar is a one man control band. We have to liase with 7 different sectors, and they could all be phoning us. Please bear with us. At best we have a co-ordinator for 2 hours only during the morning, which helps to a certain extent by taking away the hassles of the phone-calls. But that's it, when we have a very busy sector, you have just the one controller managing all the traffic.
Furthermore, none of this message is directed at any single airline. I would dearly love some contructive feed-back from ALL operators using Abu Dhabi. There are many of us that have no qualms meeting up sometime with the users, so any issues could be discussed maturely so we both understand why some things are done the way they are.
And lastly, we are all human. To err is human. Each human has different limitations. ATC's and pilots alike. This varies with aptitude for the job and to a large degree interest in aviation. We all have off-days, but I honestly try to give my best service to users every time I plug in.
Thanks for listening, and I look forward to your feedback.
Sherif
Ray Darr
I missed some of your questions you raised. Very good points there old chap.
I shall attempt to address them forthwith....
- Al Ain CTA. Well during the daytime, they have MANY movements that transit a little area called PORTA which to you would be OMR55. This OMR55 is active up to 70A, which means we descend you after NOBTO to only 80A. Unfortunately for us, I believe that Al Ain use their CTA tremendously during the daytime hours, when they have (literally) hundreds of military jets and turbo props transiting between themselves and Al Dhafrah.
- As for the 20nm downwinds - I have seen some, and may even be guilty for one or two. Area control don\'t really do any sequencing for us. They are only required to give us 10nm between succeeding inbound arrivals on each route. So often in the evening we have 5 or 6 inbound from BOXAK, maybe 1 from ASROM/RETIN, and another 3 or 4 from ROVOS/NOBTO. All nicely 10nm spaced, but all 10 or 12 estimating within the same 10 min period. Add to this our issue of the restrictions on the R/H 13 app, you sometimes get hideous turns and long downwinds. Add to that what Abu has mentioned about some insisting on 10nm spacing, you quickly get the drift that getting 10 aircraft in requires 100nm of spacing. (*^#$(* is all I can say, as it is really frustrating. Remember, we are just one man behind the scope at the busiest 'schedule' time of the day. We are trying to change things, by I have been advised things take time to change. I believe him.
- As for self-positioning, I had an A320 request it for the first time the other day. Fine by me, but I am not aware of issues surrounding us offering the said self-positioning. At my last employer, we were strictly forbidden to offer visual approaches. I will endeavour to mention that you are number 1, so you can request self positioning. Will that help? I won't go into STARS now (see end of point 2 hehe)
- We have to initially place you on a 5nm+ downwind to keep you clear of traffic departing on the standard departure. Our radar minima is 5nm, so we are unable to do less than that.
- No flames here mate. I am all to aware of the word 'drift'. I workd in a place that was notorius for it's wind. But again, a lot of this comes down to ability. I realise this isn't all controllers, but, well, you know.
- Just a quick question on descent profiles. I have noticed that many aircraft just plummet out the sky when they get descent. When from ROVOS side (or BOKAX) and you have been told radar vectors to ILS 13 (or ILS31), why be maintaining 4000' nearly 20nm from the VOR (nearly 40nm to landing)? This comes into play with regards to speed restriction compliancy, and fuel burn. We won't give you lower than 4000 until abeam the field, because the SID climbs automatically to 3000.
CHeers again
Sherif