180k to 10DME and 160k to 4 DME is pretty standard at Heathrow, but where Heathrow ATC really shine is in usually (if not always) allowing the 773s to remain at min clean speed (230k [-v- their standard 220k]) (if the pilot asks for it) until the final turn in onto finals, (where they ask for 180k). This makes for a very comfortable and more or less constant descent and, for a 773, can save about 200kgs of fuel burn between Lambourne (the holding fix) to touchdown.
It also reduces the noise levels (a sensitive issue in London) if the pilot uses VS mode to his advantage.
The 160k requirement means a slightly earlier than ideal selection of gear down, but if you plan the descent properly in the last turn onto finals, there’s no level off with gear down and flap 30 . (The lazy ‘S’ turn from Lambourne onto finals for 27 allows ATC to vary the size of the ‘S’ to suit, but they usually give around a 12 mile final, which has the aircraft intercepting the glideslope at around 4000’.)
The killer in Dubai is being asked for 160k while still on downwind and then having the downwind extended so that you end up dragging the aircraft in with gear down, final flap and at high power on a very long finals. If Dubai ATC could come up with a similar deal to what the Heathrow ATCOs do – 180k minimum until pretty well on finals and on glideslope, I think you’d find the majority of 777 drivers would thank you for it.
I can’t speak for the 330 pilots – I understand the 330 can be a bit of a handful to slow down if they are asked to maintain a high speed until late in the approach. Hopefully a 330 pilot will post his observations here to see if what suits the Boeing would also suit the 330.
I believe the current (what I see as very good) situation we have in Heathrow came about in no small part thanks to a discussion between pilots and ATCOs right here on Pprune a few years ago. So perhaps this thread might do something similar for Dubai, which is what I believe Danny was hoping to achieve (rather than a bitchfest) when he set up the site.
I don’t know if I can speak for any others, but personally, I’d much rather see Dubai ATC set up a holding stack relatively close in that would allow a descending ‘S’ turn onto finals similar to what Heathrow uses.
I appreciate that Sharjah being so close complicates the issue, but would it be possible to stick the hold pretty well over the top of Sharjah down to a min of 7000’? That wouldn’t interfere with Sharjah traffic, and the only adjustments that would have to be made would be to some Dubai SIDS that track out over Sharjah. (And of course, to the upper level of Dubai Approach airspace if you wanted more than six aircraft in the stack, but even six in the stack would be a start.)
I believe something like that would be far more fuel efficient than the long cross countries we currently do when the inbound traffic is heavy.
Frequency confusion? Stick it on the ATIS or come up with a standard procedure for different times of day and put it in the Jepp.
Re the familiarisation flights: I know this very point was brought up by some line pilots who spoke last month with the Boeing Chief Pilot and he said he was quite receptive to the idea and said he would look into it. I’d suggest that if your boss gave HAlH a call, it might help get that idea underway. I think most pilots using Dubai would agree that this would be an excellent idea.