Requirements for seperation: why do pilots ignore them
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First of all, Glueball , UAE ACC has on average 1,300 movements a day, handled by 4 sectors, with 6 (if we are lucky) controllers rostered on, making a total of 18 controllers a day. Statistically we work more aircraft per controller than Eurocontrol. We don't have a lot of separation problems if pilots do as they are told to do. We are too busy most of the time to explain in length why we are forcing you to descend or hurrying you up on the climb. We have a very small airspace, with a lot of crossing tracks, climbing and descending mixing with overflying aircraft. On one side we have severe restrictions as to what levels we can give, and even though we are radar in some cases we have to provide 10 minutes no closing to help out FIR's down the line. We have severe in trail restrictions imposed on us from DB App, eg.straight in approach RWY12 through DESDI 20NM in trail separation required. I am not saying the airspace is perfect, but the airspace isn't the main culprit and neither is the training as the guys I work with are some of the best I have seen. It is a simple fact that traffic in the Middle East increased by over 13 per cent last year, the fastest growing region in the world, compared to the global average of 7 and a half per cent.
So, what is being asked on here is that pilots do as I am sure they have been trained to do, say there level on first contact , and if climbing or descending report the level they are passing and level climbing to. If given a requirement, either meet it or tell us they can't in a timely manner. A timely manner is, if given a requirement to make FL380 X ..... tell us approaching the previous standard level ie. FL360 at the latest so we maybe can stop you at FL360 (assuming no one else is already using that level which is a fair chance). The best answer is, before saying "yes" to the question of can you meet requirement ...., have a good hard look at it, and err on the side of safety. As has been said earlier we don't give requirements for the fun of it.
On the FL220 at DUMPI issue, QATARI 515, there are a number of reasons for this I will go through them one by one.
1. Bahrain Airspace sits above what the Doha controller controls, it avoids any unforseen problems of guys staying high and barrelling into Bahraini controlled traffic to force you down.
2. I hear you ask, why then by DUMPI and not TOSNA, the boundary. The reason is the European inbound route to AUH crosses that route at about 80 NM to run for AUH (only a guess as not at work so can't measure it), and these guys just like you need to get descent. If you stay up high as you would like, and we are on RWY 13 in AUH, we get the AUH inbound traffic about 20 NM before they cross you, and we can't get them under you. If we can't get them under you, we are having them stuck high for a long time till we can get them clear of you. The fairest thing was decided that OTBD traffic was pushed down so they were under profile, and the AUH traffic is stopped at FL230 till clear of you, making them a bit high on profile, but hopefully everyone makes it in one piece. It is a compromise, but while it seems to piss off the pilots it seems to work.
3. Before you cross the inbounds to AUH you cross the outbounds to Europe from AUH (at about DUMPI). We were having a big problem of having to hold these outbounds down underneath you and then having to scramble to get them above converging DB traffic at BALUS, and also above the OTBD traffic going to DB at FL210. By pushing inbound traffic to OTBD to FL220 it gives us a fighting chance to get the AUH outbounds above FL230 before the cross and then we are in with a chance of getting them above the next cross in about 30 or 40 NM at BALUS.
I hope that helps, you may need to get a map out to make sense of all that, but I assure you, the change makes sense and I guess it causes a little bit of pain for everyone, instead of a lot of pain for a select few.
Cheers all.
So, what is being asked on here is that pilots do as I am sure they have been trained to do, say there level on first contact , and if climbing or descending report the level they are passing and level climbing to. If given a requirement, either meet it or tell us they can't in a timely manner. A timely manner is, if given a requirement to make FL380 X ..... tell us approaching the previous standard level ie. FL360 at the latest so we maybe can stop you at FL360 (assuming no one else is already using that level which is a fair chance). The best answer is, before saying "yes" to the question of can you meet requirement ...., have a good hard look at it, and err on the side of safety. As has been said earlier we don't give requirements for the fun of it.
On the FL220 at DUMPI issue, QATARI 515, there are a number of reasons for this I will go through them one by one.
1. Bahrain Airspace sits above what the Doha controller controls, it avoids any unforseen problems of guys staying high and barrelling into Bahraini controlled traffic to force you down.
2. I hear you ask, why then by DUMPI and not TOSNA, the boundary. The reason is the European inbound route to AUH crosses that route at about 80 NM to run for AUH (only a guess as not at work so can't measure it), and these guys just like you need to get descent. If you stay up high as you would like, and we are on RWY 13 in AUH, we get the AUH inbound traffic about 20 NM before they cross you, and we can't get them under you. If we can't get them under you, we are having them stuck high for a long time till we can get them clear of you. The fairest thing was decided that OTBD traffic was pushed down so they were under profile, and the AUH traffic is stopped at FL230 till clear of you, making them a bit high on profile, but hopefully everyone makes it in one piece. It is a compromise, but while it seems to piss off the pilots it seems to work.
3. Before you cross the inbounds to AUH you cross the outbounds to Europe from AUH (at about DUMPI). We were having a big problem of having to hold these outbounds down underneath you and then having to scramble to get them above converging DB traffic at BALUS, and also above the OTBD traffic going to DB at FL210. By pushing inbound traffic to OTBD to FL220 it gives us a fighting chance to get the AUH outbounds above FL230 before the cross and then we are in with a chance of getting them above the next cross in about 30 or 40 NM at BALUS.
I hope that helps, you may need to get a map out to make sense of all that, but I assure you, the change makes sense and I guess it causes a little bit of pain for everyone, instead of a lot of pain for a select few.
Cheers all.
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Alot of these issues of "what the hell are ATC doing that for?" are bought up in this forum and explained which is just what it was designed to do. It would also be great (and I know how hard it is to get the time to do it) if pilots could drop into the center in AUH not Dubai and have a look at what goes on here. And not just a 5min "hi how are you going" but a real visit for a couple of hours just to see what its all about.
But here is the thing; if you want to visit then thats great but if not then thats also fine. But be aware that we need you to make requirements or follow instructions so that we all have a fighting chance of getting home at the end of the day with life and licence intact.
But here is the thing; if you want to visit then thats great but if not then thats also fine. But be aware that we need you to make requirements or follow instructions so that we all have a fighting chance of getting home at the end of the day with life and licence intact.
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Cool, a constructive bit of chatter.
Thought I might add a few bits on for those wondering why OMDB App do some "apparently" weird and wonderful things.
The level restriction inbound at Orlik, etc. What you chaps may not know, is that we have some gentleman in uniforms and flightsuits, with bits attached to their aeroplanes that may make your eyes water, batting across our airspace in a North/South direction. You are being forced below them for one.
Secondly, It also helps us try to get a bit of a "clean handoff" with the outbounds climbing to 13000' so we can hand you off to Area soonest. Think of that next time you look at your TCAS gizmo and then call passing 9000' for 13000' to say "....approaching 13000' " because you don't see any traffic.
You may have noticed that you are being vectored a bit more than usual when going to PAPAR off RWY12. That is due to a restricted piece of airspace that has been created BTN DB and SJ that is not allowed to be overflown AT ALL on departure or below 4000' on arrival or over flight. We are either trying to avoid you having to fly too many track miles and turning you before this red blob on our screens or scraping you around the outside of it and then to PAPAR. It is pain in bottom.
Thanks to the ACC guys for the increased spacing on the inbounds, it is very much appreciated. I and the rest of my watch do try to call and thank you when we see some really amazing feets, especially on nightshifts. Thanks for your calls ANSA, they too are appreciated.
The reason we need to start with big holes (15 or even 20NM), is so that we can end up with 8 to 10 miles on final to allow for the restrictions impossed by the new phase of single runway ops. Especially with RWY12 in use, the aircraft either run AAALLLLL the way to the end and turn right, or turn left and we need to make gaps to get them back across the runway and also depart another.
Please keep this a constructive thread. This may help us all till one day we can come and play at your house and you can come and play at ours. Roll-on jumpseat rides.....
Thought I might add a few bits on for those wondering why OMDB App do some "apparently" weird and wonderful things.
The level restriction inbound at Orlik, etc. What you chaps may not know, is that we have some gentleman in uniforms and flightsuits, with bits attached to their aeroplanes that may make your eyes water, batting across our airspace in a North/South direction. You are being forced below them for one.
Secondly, It also helps us try to get a bit of a "clean handoff" with the outbounds climbing to 13000' so we can hand you off to Area soonest. Think of that next time you look at your TCAS gizmo and then call passing 9000' for 13000' to say "....approaching 13000' " because you don't see any traffic.
You may have noticed that you are being vectored a bit more than usual when going to PAPAR off RWY12. That is due to a restricted piece of airspace that has been created BTN DB and SJ that is not allowed to be overflown AT ALL on departure or below 4000' on arrival or over flight. We are either trying to avoid you having to fly too many track miles and turning you before this red blob on our screens or scraping you around the outside of it and then to PAPAR. It is pain in bottom.
Thanks to the ACC guys for the increased spacing on the inbounds, it is very much appreciated. I and the rest of my watch do try to call and thank you when we see some really amazing feets, especially on nightshifts. Thanks for your calls ANSA, they too are appreciated.
The reason we need to start with big holes (15 or even 20NM), is so that we can end up with 8 to 10 miles on final to allow for the restrictions impossed by the new phase of single runway ops. Especially with RWY12 in use, the aircraft either run AAALLLLL the way to the end and turn right, or turn left and we need to make gaps to get them back across the runway and also depart another.
Please keep this a constructive thread. This may help us all till one day we can come and play at your house and you can come and play at ours. Roll-on jumpseat rides.....
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Hmmm, it would seem that most of the problems lie with flights not doing what they are told to do.
Lets say the flight is departing DXB with a routing over SaudiArabia.
At some point a turn on course can be expected, and a few pilots are too busy fiddling with the FMC, not paying attention.
When the controller says 'turn' he means now, not thirty seconds later.
Turn on the approximate heading toward the fix concerned, then select 'direct to' then re-engage the FMC.
This so simple I am surprised the 'high tech' crowd gets it wrong on many occasions.
Too much heads down fiddling, with brain disengaged, if you ask me.
The ATC folks need all the help they can get.
Good grief....
Lets say the flight is departing DXB with a routing over SaudiArabia.
At some point a turn on course can be expected, and a few pilots are too busy fiddling with the FMC, not paying attention.
When the controller says 'turn' he means now, not thirty seconds later.
Turn on the approximate heading toward the fix concerned, then select 'direct to' then re-engage the FMC.
This so simple I am surprised the 'high tech' crowd gets it wrong on many occasions.
Too much heads down fiddling, with brain disengaged, if you ask me.
The ATC folks need all the help they can get.
Good grief....
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Although 411A, I'll defend the pilots on this one. If I have a pilot on a heading and i need him to turn quickly to for example DESDI, I will give them a heading initially and then once turning to that heading I will then give them the track direct DESDI instruction as then they can find DESDI while in the turn. I don't expect a pilot to get a point into an FMS instantly while doing everything else, especially if they aren't completely familiar with the airspace.
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Question for the Controllers: do you prefer the very first call on your frequency to be just your name plus my name eg: "Dubai Approach, Emirates432"......... or do you prefer to receive the initial call of "Dubai Approach, Emirates 432, passing level 220, descending altitude 10,000, Boeing 773, information alpha, Bubin 3T, 280 knots, heading 270?"
I have tried both (and regardless of official r/t technique) and often been asked to repeat parts of version B as not all of the info was received. Perhaps you were on the phone or otherwise engaged at the moment I called. Version A in comparison has very little info. Perhaps a compromise would suit you guys better? I seem to remember from a long time ago and very distant past, that establishing comms with the agency I am talking to was the preferred technique......
Say all again, after, over..........
I have tried both (and regardless of official r/t technique) and often been asked to repeat parts of version B as not all of the info was received. Perhaps you were on the phone or otherwise engaged at the moment I called. Version A in comparison has very little info. Perhaps a compromise would suit you guys better? I seem to remember from a long time ago and very distant past, that establishing comms with the agency I am talking to was the preferred technique......
Say all again, after, over..........
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cant speak for APP but as far as enroute is concerned the requirement is call with center name your name and level maintaining or level passing and assigned level if on climb/decent
ie UAE ctr Emirates432 passing FL398 decending to FL290
as i say APP require more but not 100%sure what it is so maybe 03Rnow30R can help out.
ie UAE ctr Emirates432 passing FL398 decending to FL290
as i say APP require more but not 100%sure what it is so maybe 03Rnow30R can help out.
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Why reporting?
Hello,
The idea of reporting is that the concerned airlines can identify that there is a deficiency in the R/T procedures and noncompliance to ATC clearances.
The ncs can be due to:
1) I didn't know
2) It couldn't be helped, it was not my fault
3) willful noncomplicance
The first 2 causes can be adressed via proper training where the third one is more difficult to deal with.
In DXB charts, STAR, SID and airport chart (for Jepp users), is clearly stated what they wanna hear. In Rome is something else and so is Bombay.
The rules are there, people must only comply with them. No more, no less information then required.
A healthy reporting culture allows us all to learn from mistakes without beeing afraid of reprimands (except for the willful noncompliance).
Cheers.
The idea of reporting is that the concerned airlines can identify that there is a deficiency in the R/T procedures and noncompliance to ATC clearances.
The ncs can be due to:
1) I didn't know
2) It couldn't be helped, it was not my fault
3) willful noncomplicance
The first 2 causes can be adressed via proper training where the third one is more difficult to deal with.
In DXB charts, STAR, SID and airport chart (for Jepp users), is clearly stated what they wanna hear. In Rome is something else and so is Bombay.
The rules are there, people must only comply with them. No more, no less information then required.
A healthy reporting culture allows us all to learn from mistakes without beeing afraid of reprimands (except for the willful noncompliance).
Cheers.
Last edited by LDG NO BLUE; 2nd Feb 2006 at 12:49.
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LDG Blue, in the UAE Centre only the coffee is allowed. SUDOKU, and crooswords, books, newspapers etc have been outlawed in the ops room, even if you are on a break. Has been that way for about 2 years now. As far as finding the time to file a report on an aircraft that failed to meet a requirement, I agree we should. You have to understand though that the supervisor of the shift has to do it. This is a guy that often is working with a crew of 5 that is running 4 sectors (and sometimes 5 if West opens or a planner is needed), and he is expected to work 2 hours on 1/2 hour off for a 9 hour shift, and then on his so called "break" catch up on all the other paperwork (which there is a lot of ie. every Non-RVSM pushdown is logged so it can be investigated), prepare the briefing for the next shift. check the emergency centre, check emergency phones, check emergency radios, answer incoming calls from all sorts, ground non RNP 5 aircraft, release these aircraft, and then maybe just maybe, have a piss and make a coffee before he plugs back in. He may also be required to be training someone, or giving someone a recency check at the same time. Now you tell me where in all this he has time to fill out an occurrence report for every aircraft that fails to follow an ATC instruction????? That is why we are trying to educate pilots on here, as to why we need them to meet the requirements and to let them know what we need them to say.
I hope all this helps.
I hope all this helps.
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Regarding what Dubai want on first contact.
There is a bit of a difference between what I (this my opinion) would prefer to hear and what we have to hear on first contact. The R/T gets a bit silly at nights with all the info that has to be passed according to the rules.
The most important thing for us is your level passing and cleared altitude. Even though you have been handed to us by a radar sector that has verified your mode C is correct, we run two different systems that are in no way linked, we need to verify it again. If and when we get a linked FDP and system, we should be able to do the checks on deparure and UAE on the inbounds, once only.
Here is a bit of info. Our system is designed to adjust the 1013 level transmission from your transponder to indicate altitude on our displays when you are below the transission level or altitude. The QNH is fed into the radar to allow it to do the maths. Our sytem here is set to start giving us the adjusted(corrected) display as altitude below F140. I know different airlines do it different ways. Some change to QNH once cleared to an altitude even if they are still above transission and others only once they are through it. Please give us the Level above F140'ish and altitude readouts below that. And yes we want it to the 100' please, as we have to check you are within a 200' tollerance above or below in the UAE.
This is the most important thing I want because I am in doo-doo if I have not got it ticked on my little paper strip showing it is done, the tapes can be checked too. Aircraft type too please, trust me the flightplan isn't always filed correctly and performance or wake may be completely wrong. Fortunately EK only fly heavies. Guys, "....passing ten thousand eight hundred and twenty five feet,...." thanks I can only see up to the hundreds bit.
I must say I am also guilty of not filing when pilots don't do it. Time facor, yes. I also think there must be a more constructive way of getting the problem sorted, like this forum. Filing may cause the pilot to take it the wrong way and cause more animosity than anything else. Once again that is only my opinion.
Read backs: Runway? You are supposed to, even more importantly with parallel runways as close together as ours. QNH? You are supposed to always read it back. Information Delta? Congratulations, but you are supposed to.....
Hope this is a bit more informative.
There is a bit of a difference between what I (this my opinion) would prefer to hear and what we have to hear on first contact. The R/T gets a bit silly at nights with all the info that has to be passed according to the rules.
The most important thing for us is your level passing and cleared altitude. Even though you have been handed to us by a radar sector that has verified your mode C is correct, we run two different systems that are in no way linked, we need to verify it again. If and when we get a linked FDP and system, we should be able to do the checks on deparure and UAE on the inbounds, once only.
Here is a bit of info. Our system is designed to adjust the 1013 level transmission from your transponder to indicate altitude on our displays when you are below the transission level or altitude. The QNH is fed into the radar to allow it to do the maths. Our sytem here is set to start giving us the adjusted(corrected) display as altitude below F140. I know different airlines do it different ways. Some change to QNH once cleared to an altitude even if they are still above transission and others only once they are through it. Please give us the Level above F140'ish and altitude readouts below that. And yes we want it to the 100' please, as we have to check you are within a 200' tollerance above or below in the UAE.
This is the most important thing I want because I am in doo-doo if I have not got it ticked on my little paper strip showing it is done, the tapes can be checked too. Aircraft type too please, trust me the flightplan isn't always filed correctly and performance or wake may be completely wrong. Fortunately EK only fly heavies. Guys, "....passing ten thousand eight hundred and twenty five feet,...." thanks I can only see up to the hundreds bit.
I must say I am also guilty of not filing when pilots don't do it. Time facor, yes. I also think there must be a more constructive way of getting the problem sorted, like this forum. Filing may cause the pilot to take it the wrong way and cause more animosity than anything else. Once again that is only my opinion.
Read backs: Runway? You are supposed to, even more importantly with parallel runways as close together as ours. QNH? You are supposed to always read it back. Information Delta? Congratulations, but you are supposed to.....
Hope this is a bit more informative.
P.........?
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Sorry gentlmen, but I felt a personal attack here which I dislike, ANSA thanks for jumping in; 411A do you really think that even a novice airline pilot after a few months of line flying will not have the "witt" of turning the heading selector first then engage DIR TO a waypoint ? That really does not take much brain, I was mentioning a recalcitrant or a failed FMGS in an environment where precision flying is required, where ultimately you would need to report immediately loss of NAV capability and it was not 30 secs but less than 15! Thanks.
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Hi Ali,
with due respect, there are sloppy pilots and sloppy controlers. judging from the style of your writing, it is not difficult to know which kind of controller
you are. i just hope you use better language on the radio.
with due respect, there are sloppy pilots and sloppy controlers. judging from the style of your writing, it is not difficult to know which kind of controller
you are. i just hope you use better language on the radio.
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sloppy controlers
Is English your first language? Unless you have something constructive to add please take your personal attacks elsewhere.
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Hello,
Altimeter setting:
GF has the SOP of setting QNH/QNE, as soon as cleared to an altitude, resp, FL. It's impractical to give ATC an altitude reading, without making calculations, or leaving one altimeter to QNH.
So, bear with us next time we give FL 52, climbing FL 180. At least you know I'm reading FL, right?
Having fingertip problems?
Well, I don't know the time provisions made for turning to an assigned heading, but I guess we should have the time of going "heads down", hit the DIR key and entering the required waypoint. If this time delay may cause a traffic conflict, then give us a heading like ANSA suggested.
Now, if the automation is not doing what it should, downgrade to HDG, still not happy, disconnect AP and turn the plane.
Reports:
I understand time is an issue, not to mention the headache of paperwork because of somebody elses mistakes.
Suggestion:
Write one letter to GF-HFST (Head of Flight Standards and Training), adressing the non-compliances. I'm sure the company would take actions based on such a complain. It's a systematic problem, therefore, needs to be adressed via the proper channels, despite the good intentions of this site.
Cheers.
LDG NO BLUE
Altimeter setting:
GF has the SOP of setting QNH/QNE, as soon as cleared to an altitude, resp, FL. It's impractical to give ATC an altitude reading, without making calculations, or leaving one altimeter to QNH.
So, bear with us next time we give FL 52, climbing FL 180. At least you know I'm reading FL, right?
Having fingertip problems?
Well, I don't know the time provisions made for turning to an assigned heading, but I guess we should have the time of going "heads down", hit the DIR key and entering the required waypoint. If this time delay may cause a traffic conflict, then give us a heading like ANSA suggested.
Now, if the automation is not doing what it should, downgrade to HDG, still not happy, disconnect AP and turn the plane.
Reports:
I understand time is an issue, not to mention the headache of paperwork because of somebody elses mistakes.
Suggestion:
Write one letter to GF-HFST (Head of Flight Standards and Training), adressing the non-compliances. I'm sure the company would take actions based on such a complain. It's a systematic problem, therefore, needs to be adressed via the proper channels, despite the good intentions of this site.
Cheers.
LDG NO BLUE
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Inital Radar Vectors Always Appreciated
Controllers should also be aware that not all of the airplanes in their piece of the sky have FMS equipment. Yes, it's true that many of the older birds still depend on prehistoric inertial navigation systems where crews must manually input coordinates of each waypoint. So, being cleared to some off route waypoint takes more than a few seconds to load, it takes a minute! 
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We are aware of this glueball, since we talk each day to number of Yaks, Antonov's and Illuyshin's of all kinds. That is precisely why when turning them off a heading I give them an initial heading for the fix I want them to fly and then once in the turn give them the next fix to fly to. These guys in some cases can't even tell me what their IAS is, and certainly not the MAX IAS is on descent which is what we are after since they are usually holding up the sequence behind them. The usual response to "request your maximum IAS on descent" is "1,500 ft per minute". But thats part of the job in these parts, and for the most part they do try.
As has been said earlier I hope we can keep this constructive, and rather than turning into an "us versus them" slanging match, we can come to understand the challenges we all face in our chosen job.
Would anyone on here have the influence to push for a restart to famil flights for controllers, as I think that would really help bridge the gap, and give us a chance to explain a lot of the new procedures to you, and explain why they are needed.
As has been said earlier I hope we can keep this constructive, and rather than turning into an "us versus them" slanging match, we can come to understand the challenges we all face in our chosen job.
Would anyone on here have the influence to push for a restart to famil flights for controllers, as I think that would really help bridge the gap, and give us a chance to explain a lot of the new procedures to you, and explain why they are needed.
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ali & 30r
if i have offended you plz accept my appology.
if english is my first language or not, that is irrelevent. i just hope you did not imply that only english natives are entitled to their opinion.
you guys have started a beneficial discussion to the aviation community as a whole. that is not debatable.
my resentment to your posting is the use of a strong language such as "stupid".
as to my comment of sloppy(slopy) pilots and air traffic controllers, plz do not take it personlly. you & i know there are ppl in every field who are marginally acceptable in their competence.
let us make peace and continue with a fruitfull discussion.
peace be with you all .
if i have offended you plz accept my appology.
if english is my first language or not, that is irrelevent. i just hope you did not imply that only english natives are entitled to their opinion.
you guys have started a beneficial discussion to the aviation community as a whole. that is not debatable.
my resentment to your posting is the use of a strong language such as "stupid".
as to my comment of sloppy(slopy) pilots and air traffic controllers, plz do not take it personlly. you & i know there are ppl in every field who are marginally acceptable in their competence.
let us make peace and continue with a fruitfull discussion.
peace be with you all
.
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hai everyone,this is far most the best tread in this forum and extremely educational.well done ali.hopefully many more atc/pilots problems or doubts should be highlighted here.
been flying across this region for many years now and my opinion is that the muscat and uae controllers are execellent.they are calm,precise,positive and helpfull.
as pilots,the moment we know that we are in positive radar enviroment with good controllers,95% of our job and worries are over.some part of the world....the atc makes our already stressful job increase 10 fold.my bp just rises in certain airspace.
as for some pilots who do not adhere to constrains and atc restrictions,i believe this only accounts to less than 5% from the rest of the proffessional pilots community.
for atc guys..if you dont have the time to make a report than the effective way would be ...just tell this pilots off over the rt and educate them on the reasons...this would only take about 10secs.by doing this the same pilot will never make this mistake ever and all the guys who overhears this rt would carry this talks over beers at nightstops..the story would spread...the best education system is by the word of mouth.....
for atc guys....you guys are doing wonders..keep it up...
please write to the airlines for fam flt or even an atc classroom briefings...it would help in interaction of our delicate career.
been flying across this region for many years now and my opinion is that the muscat and uae controllers are execellent.they are calm,precise,positive and helpfull.
as pilots,the moment we know that we are in positive radar enviroment with good controllers,95% of our job and worries are over.some part of the world....the atc makes our already stressful job increase 10 fold.my bp just rises in certain airspace.
as for some pilots who do not adhere to constrains and atc restrictions,i believe this only accounts to less than 5% from the rest of the proffessional pilots community.
for atc guys..if you dont have the time to make a report than the effective way would be ...just tell this pilots off over the rt and educate them on the reasons...this would only take about 10secs.by doing this the same pilot will never make this mistake ever and all the guys who overhears this rt would carry this talks over beers at nightstops..the story would spread...the best education system is by the word of mouth.....
for atc guys....you guys are doing wonders..keep it up...
please write to the airlines for fam flt or even an atc classroom briefings...it would help in interaction of our delicate career.