Part II Communications, Navigation and Surveillance (CNS)

17. Does your operation provide en route non-radar services?

No

Yes

Radar:

1. 
   5 nm (System Track – without military radar inputs), MSSR, PSR or PSR with either SSR or MSSR).
   
2. 
   8nm if military radars (J. Shams, J. Harim and/or Thumrait) are being used in the INTEGRATED mode.
   
3. 
   16 nm (SSR only)
   

Visual: Nil

ADS-B: Nil

ADS-C: Nil

Other: Nil

19. Is sector capacity routinely exceeded in your ACC facility?

The ACC used a Target Sector Flow (TSF) measure to assess the controllers workload. The non-consistency between the airspace users plan and the ANSPs caused occasional spikes in the traffic.

2. A Block-Start cancellation procedure with adjacent FIR is available. And in accordance with the LOA, the Watch Supervisor can implement it If required.

Airport 1 (dept constraint): Nil

Airport 1 (arr constraint): Nil

Airport 2 (dept constraint):Departure are subject to Approval request from SANAA ACC for traffic transiting via SANAA FIR

Airport 2 (arr constraint):Nil

Airport 1 : OOMS; Airport 2 : OOSA.

Non-Radar: Where no track separation is depicted, separation shall be in accordance with PANS ATM Doc 4444 Chapter 5 e.g. 15 degrees and 15NM using VOR/DME.

Visual: reduced separation in the vicinity of the airfield is applied.

Other: Deemed Separations is applied within CTA.

Please provide airport identifiers (1-5) for above responses. For example Airport 1 = ABC

Nil

24. Please identify which of your airports have runway constraints affecting current and/or future operations.

	No Runway Constraint	Arrivals Only	Departures Only	Limited to Specific Type Aircraft Only	Affecting Current Operation	Affecting Future Operation
Airport 1:
Airport 2:

Please provide airport identifiers (1-5) for above responses:

NIL

25. Please describe any other airport surface constraints.

NIL

Airport 2: ILS CATI and CAT II, VOR/DME, RNAV GNSS

Please provide airport identifiers (1-5) for above responses:

Airport 1: OOMS

Airport 2: OOSA
27. Is there an Airspace Management Cell (AMC) at the national level? 

No

Yes

Airspace (Please Specify): review, redesign, and restructure the Oman airspace to meet the rapidly changing and increasing demands on Muscat FIR.

Procedure (Please Specify): Implementation of FUA concept within Muscat FIR: establishment of agreements and procedures, make provision for the flexible use of all airspace in order to increase airspace capacity and to improve the efficiency and flexibility of aircraft operations

Separation (Please Specify): NIL

ATFM (Please Specify): PACA should assess and declare the ATC capacity for control areas, for

control sectors within a control area and for aerodromes and wwhenever the traffic demand is forecast to exceed the available ATC capacity, measures shall be implemented to regulate traffic volumes accordingly.

Technology [CNS] (Please Specify): New ATM systems will enable appropriate ATC capabilities including Conflict Prediction and Resolution (CPAR), AIDC (ATS Interfacility Datalink Communications) OLDI( Online data interchange), and A/D-MAN (Arrival/Departure Management).

PACA should restructure the airspace and ATS routes to make them more efficient to save fuel, time, reduction in emission of aviation of gases, enhance the efficiency and regularity of flight operations. The new airspace organisation will be based on:

• 
  ATS Routes are based upon RNAV5, a progression to a more advanced navigation application is envisaged at a later stage (A-RNP);
  
• 
  A parallel network of ATS routes;
  
• 
  Extensive use of the “Flexible Use of Airspace” concept;
  
• 
  More ATC sectors will be developed and made available, where required (including vertical divisions). The study of re-sectorisation of Muscat FIR has been completed. Muscat FIR will have 11 sectors to be operated from Muscat ACC. Phased approach of implementation will start by seven sectors early 2016;
  
• 
  Implementation of enhanced terminal airspace organisation as follows:
  

• 
  RNP Terminal (Arrival and Departure) Routes will be increasingly used and feed onto a variety of instrument approaches;
  
• 
  Terminal Arrival routes, that accommodate the use of Continuous Descent/Climb techniques and noise preferential departure routes, will be designed to reduce environmental impact wherever possible, whilst observing capacity demands.
  

Please indicate any other coordination methods used

Please describe any other coordination constraints. Please indicate where moderate and high impacts occur. Include the facility and sector name.

No

Yes

100 %
39. Please indicate the traffic management methods employed by your operation:

1. 
   Maintain awareness of the adverse weather location, its evolution (laterally and vertically) and of the possible deviation routes.
   

2. 
   develop strategies and practice mutual crosschecks of the current, planned and intended weather avoidance actions.
   

3. 
   Provide timely information to and coordinate with the adjacent sectors of any deviations which will affect them.
   

4. 
   Request any necessary details from the flight crews on the planned avoiding actions i.e. heading(s) on which the aircraft will be flying, as well as the estimated duration and/or the distance the aircraft will proceed on the heading(s).
   

5. 
   provide extra space for separation, issue instructions for flight level change as necessary, provide traffic information, as necessary.
   

6. 
   Provide the most appropriate advice/information to pilots of an aircraft requesting navigational assistance when avoiding areas of adverse weather.
   

7. 
   coordination with Military regarding the use of military areas near the affected area.
   

Part IV Data Analysis

Top of Form

Please provide the following data for analysis :

1. Aircraft daily operations activity by category of operation daily, for the period January 1, 2014 through December 31, 2014 (Air Carrier; General Aviation; Military); type of aircraft and destination and departure point.
2. For each of the primary airports the current declared runway arrival and departure capacities per hour.
3. Forecasted aircraft operations activity by category (Air Carrier; General Aviation; Military); type of aircraft; destination; departure points for 2020 and 2030

4. Airspace maps with sector definitions

Muscat North Sector : provide ATS to all flights within the airspace bounded by the lines from N23º56’59’’ E057º10’18’’ to N23º14’00’’ E058º13’00’’ to N23º24’58’’ E059º08’48’’ (ELIGO) to N23º37’00” E059º17’00” to N23º30’00” E061º20’00” (the corner of the Muscat/Karachi FIR) and then following the Karachi and Tehran FIR boundaries to N24º49’26’’ E059º39’53’’ to N24º27’39’’ E059º39’26’’ to N23º51’56’’ E057º34’40’’ to N23º56’59’’ E057º10’18’’. (See Fig below).

Muscat East Sector : provide ATS to all flights within the airspace bounded by the lines from N21º50’12” E058º05’39” to N22º01’00” E058º13’00” to N22º54’00” E058º18’00” to N23º14’00” E058º13’00” to N23º24’58’’ E059º08’48’’ (ELIGO) to N23º37’00” E059º17’00” to N23º30’00” E061º20’00” (the corner of the Muscat/Karachi FIR) and then following the Karachi and Mumbai FIR boundaries to N20º58’10” E061º23’30” to N21º30’15” E060º20’52” to N21º50’12” E058º05’39”. (See Fig below).

Muscat West Sector: provide ATS to all flights within the airspace bounded by the lines from N24º39’00” E056º13’00” to N23º56’59’’ E057º10’18’’ to N23º51’56’’ E057º34’40 to N24º27’39’’ E059º39’26’’ to N24º49’26’’ E059º39’53’’ and then following the Tehran and UAE FIR boundaries to N24º38’00” E056º13’00” . (See Fig below).

Muscat Central Sector: provide ATS to all flights within the airspace bounded by the lines from N24º38’00” E056º13’00” to N23º14’00” E058º13’00” to N22º54’00” E058º18’00” to N22º01’00” E058º13’00” to N21º25’00” E057º49’10” to N21º26’00” E055º28’34” and then following the Jeddah and UAE FIR boundaries to N24º38’00” E056º13’00”. (See Fig below).

Muscat South Sector : provide ATS to all flights within the airspace bounded by the lines from N21º26’00” E055º28’24” to N21º25’00” E057º49’10” to N21º50’12” E058º05’39” to N21º30’15” E060º20’52” to N20º58’10” E061º23’30” and then following the Mumbai, Sana’a and Jeddah FIR boundaries to N21º26’00” E055º28’34”. (See Fig below).





Please provide daily delay data for the period January 1, 2014 through December 31, 2014 including:
1. The reason for delay
2. The total minutes of delay per aircraft
3. The type of delay (ground or airborne) 
4. The time of day the delay occurred for the period
5. Location

Special Activity and Restricted Use Airspace
Please provide data on Special Activity Airspace, Restricted Use Airspace or any area in which commercial aviation is either restricted or prohibited from entering. These data include restricted use or special activity airspace areas, the hours of operation, the process used when the airspace is activated and deactivated, how often is the airspace used, and what are the impacts, if any, on commercial air traffic operations.

All Special Activity Airspace, Restricted Use Airspace or any area in which commercial aviation is either restricted or prohibited from entering are provided in Oman AIP ENR 5. Navigation Warnings and charted in ENR 6. En-route charts.

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