This thread is probably one of the best threads that I have read in some time and therefore it is deserving of a reply.
Firstly I would like to see the ground controllers at AUH issue the departure clearance in the "read back" after the pilots have called for push and start with their relevant details. This would save us from having to ask for it at the gate after you have issued the clearance for push and start or from us having to ask you for it while taxiing.
Let me now put in my two cents of why 250 below ten is the norm around the world regardless of whether or not the airspace has that restriction. I have flown both the Boeing and Airbus and have had the most senior training captains of both companies observe my operations. Both manufacturer captains made a point to comment on the importance of 250 below ten because of bird strike. Yes I know that Boeing have a 313kt limitation but what you don't know is that this limitation is derived with the windshield from a pressurised cockpit. The tensile properties of the windshield change with pressurisation. At high altitude when the cabin diff pressure is 8, the winshield is like a balloon. It is stronger. But when you begin your descent below 10 and the cabin diff pressure is reduced the tensile properties begin to decrease and the window is no longer as strong. At 313kts below ten, the bird would end up in first class.
Let us now look at some other points. Apart from the fact that 250 below ten is safer than 300 below ten at high density airports, the fuel burn is also increased in this situation. Even though ATC may say no speed restriction on the climb out and the descent, if you increase that speed to say 320 in the climb you are not flying the aircraft efficiently. And for the descent, the most efficient way is not keeping the aircraft crusing until you can do a dead stick landing. It is the LRC Mach to Fl 300, then 290-300 kts to 10K and then 250 below ten. Look at the AFM if you don't know this one.
What ATC must be aware of is the general guide line of the maufacturer's recommended speeds, which are basically speeds adopted by the operator and that also includes the approach speeds. That means roughly a speed of 210-220 kts downwind, reducing to 180kts on base, 160kts to the LOM and managed speed thereafter or bug plus 5.
A STAR would be the best thing to implement for AUH as this would give the pilot the info for the profile. When radar vectors are then issued, a track distant miles is what is needed for the pilot to plan his approach.