Re: Dubai Ground Freq
If I was able to have a wish list for DXB ATC, it would include:
1. Data Link clearance delivery. With the possible exception of the A310, all aircraft in the EK fleet are equipped for it and the crews trained to use it. I would assume that many other mainline users of DXB also carry the right kit.
2. Until we get that, (not holding my breath), separate ACD and Ground Movement frequencies, at least during the 2 to 4 am and 8 to 9 am rush hours. The current congestion on 118.35/85 is the ATC radio equivalent of driving on Sheikh Zayed Road. [See other thread running currently on this topic.]
3. (Delving into Fantasyland now.) A single ATC agency for all the GCC countries, (Saudi Arabia, Bahrain, Kuwait, Oman, Qatar and the United Arab Emirates). The Arabs have made enormous progress in many areas in the last 40 years if you consider where they started from. I wish they would get together and employ the second word of the GCC title (cooperation) and show Europe that EuroControl can be done by setting up their own ‘Gulf Control’, a single ATC system to cover the whole region.
This would straighten out a lot of kinks in air routes through the region, but more importantly, would get rid of the crazy system we have now, especially into Dubai, where the main user of that airport, that has its crews flying around the world on the smell of an oily rag to save money, burns an enormous amount of unnecessary fuel daily coming into its home port because of what can only be called crazy ATC procedures that make no **** sense (except, I’m assuming, to someone sitting in an office defending his individual empire).
The below FL270 requirement at the Muscat and 20 miles before the Tehran FIR boundaries is no drama if it’s to be a straight in approach. However, if DXB (or AUH, or SHJ, or AIN) is using the reciprocal runway, I’d be guessing this requirement costs each and every widebody in the sequence between 300 and 400 kgs of fuel. I’m assuming it would be something a less for the 320s and 737s, but still considerable.
Multiply that by the number of movements into those ports every day and we’re talking annual tanker loads.
And that’s before the real craziness starts, this patently silly need AUH has to own a slice of airspace between the descent point and the handover to DXB APP. This results in even greater fuel wastage with the cross country vectoring the poor sods on DXB APP are forced to employ because they don’t own a slice of airspace where they could put aircraft into a convenient hold. In a 777, it’s not unusual to burn upwards of 2 tonnes between DESDI and touchdown because of the vectoring and speed control as the DXB APP guys try to cope with hand that’s been dealt them in the too short approach area they own. (For those not aware of average 777 burns, that’s almost twice as much as you might expect to burn in that distance on average.) I think every pilot flying into Dubai could cite instances where he’s been held back at 270 knots by UAE and then asked for max speed by DXB APP – or vice versa.
One final brickbat for the DXB APP guys, who I appreciate do a very fine job under the restrictions placed on them, 160 knots for a 773 at or near to max landing weight, (as EK 773s more often than not are coming into DXB), means they have to extend gear and final flap. Once that’s been done, particularly if then asked to fly level, the fuel flows skyrocket.
It’s not just a question of economy, although that is (or should be) important, as we’re all here to make money, (including our employers, which makes me wonder why they put up with the current system). It can be a question of safety, as company minimum fuel policies can sometimes see aircraft coming into DXB with not a lot of ‘fat’ up their sleeves, and in my humble opinion, it’s only a matter of time before you’re going to be reading a thread here on Pprune with a title something along the lines of “(insert your airline of choice) aircraft declares Mayday due low fuel into Dubai.”