You'll find that at LHR, AMS, etc, spacing of 2.5nm (assuming no wake turbulence requirement) is the norm. Of course, they don't have a runway separation requirement except that a landing must be assured with a clear runway prior to aircraft touching down.
At DXB, the requirement is for 5nm spacing measured when the first aircraft is 4nm from touchdown, i.e. 4nm and 9nm final for numbers 1 and 2, with speeds matched. That generally means 4nm at touchdown due to compression, and wake turbulence requirements override this minimum and are measured at touchdown.
Anyway, stuff that helps....
When given a turn to final and approach clearance, please start the turn without delay.
Please fly the assigned speeds without delay [NB - as per ICAO, assigned speeds are +/- 10 kts so if you're given 180 and want to fly 185, please don't feel the need to tell us!].
If you're assigned "min clean", it is useful to know what that is (we generally assume 220-230 kts for A330, A340, 777, etc, 230-240 kts for 747, 210 - 220 kts for 737 "classic" and 190 - 200 kts for A320 and 737NG) as long as the frequency isn't congested.
Most of us (some with more success that others) really do try to do what is best for you! It is an air traffic control
service after all, but one of the facts of life in busy airspace is that someone will lose out from time to time, and sometimes that means one flight getting a raw deal so that seven or eight flights don't. Sometimes the pain will be shared equally, but will be as slight as we can make it!
