CNS/ATM SURVEY
1. Please provide the following respondent information:
Name: Nasser Salim Al-Mazroui
Organization: Public Authority for Civil Aviation (PACA)
Position: CHIEF of ACC
Contact Information (Email): n.almazroui@paca.gov.om
Telephone Number: +96899340405 ; +96824518996
Part I General Questions
2. What are your organization's plans to meet ICAO ASBU objectives?
With the publication of ICAO Aviation System Block Upgrades (ASBUs) methodology which was adopted by
the AN-Conf. /12 in 2012, as part of Fourth Edition of the Global Air Navigation Plan (GANP Doc 9750) and
in accordance with Oman’s international commitments, the PACA formalized a coordinated set of
activities, including:


Developing, review and adjustment of ATM strategic plan in accordance with the ICAO Global ATM
Operational concept (Doc 9854), Global Air Navigation Plan (Doc 9750) including the Aviation System
Block Upgrades;
Harmonization of Communications, Navigation, Surveillance/Air Traffic Management (CNS/ATM)
technologies and procedures to ensure that Oman ATM operations are compliant with ICAO CNS/ATM
plans and regional interoperability requirements.
It should be noted that PACA has implemented many aspects of the 18 ASBU modules in Block 0, such as
but not limited to, B0-APTA, B0-FICE, B0-CCO, B0-CDO,B0-ACAS.
Page 1
3. Your organization's specific air traffic management objectives to meet ICAO ASBU goals?



Improve efficiency and increase capacity to safely accommodate air traffic growth.
Support the implementation of air navigation projects in the MID Region in a harmonized and
collaborative manner in line with the MID Air Navigation Strategy and Global Air navigation Plan
(GANP).
Addresses ATM community expectations in a cost ‐effective and environmentally sustainable
manner
4. What are your organization’s strengths and limitations in meeting ICAO ASBU objectives?
Strengths:




Modern CNS/ATM infrastructure,
Clear CNS/ATM Strategy,
Training facilities,
Qualified managers, staff and technicians
Limitations:

Lack of information and data
5. What is your organization's timeline in implementing ICAO ASBU objectives?




Module
Code
B0APTA
Block 0: available now (see table below)
Block 1: to be deployed from 2018
Block 2: to be deployed from 2023
Block 3: to be deployed from 2028
Module Title
Priority
Indicator
progress in the
implementation
Performance Improvement Areas (PIA) 1: Airport Operations
Optimization of
1
%
of
international 100% - RNP APCH
Approach
aerodromes
by
down to
Procedures
having at least one
Dec.
LNAV and
including
instrument
2016
LNAV/VNAV
vertical
runway provided with
minima’s
guidance
APV
commonly
with
Baro
VNAV
called
procedure
RNAV(GNSS)
implemented
approaches
have been
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Target
Remarks
RNAV GNSS will
be implemented
for RWY
08R/26L at
OOMS before
the end of major
construction
work on RWY
now underway.
B0SURF
Safety and
Efficiency of
Surface
Operations (ASMGCS Level 12)
1
% of applicable
international
aerodromes having
implemented A-SMGCS
Level1 and 2
B0ACDM
Improved
Airport
Operations
through
Airport-CDM
1
% of applicable
international
aerodromes having
implemented improved
airport operations
through airport-CDM
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implemented
for all runway
ends at Int’l
Aerodromes.
- Updated PBN
implementati
on Plan will
be provided
by Dec 2015
Level1: In
the
70%
framework of
by
the nationwide
Dec.
ATM
2017 modernisation
Level2: and
upgrade
50%
program Two
by
Advanced
Dec.
Surface
2017 Movement
Guidance and
Control Systems
(A-SMGCS) will
be implemented
which
include:
•
Three
Surface
Movement
Radars (SMR)
•
Two
Multilateration
Systems
The
full
implementation
is expected to
be completed
before 2017
40%
Airport
by
Collaborative
Dec.
Decision Making
2017 (A-CDM) will be
progressively
built
in
connection with
the expansion
and
modernisation
Not only Muscat
Intl airport but
also it is
expected to
implement ASMGCS for
Salalah airport.
Implementation
of
Advanced
CDM –is planned
for
Oman
airports which
will
increase
collaboration
between airport
partners
by
utilizing
of Muscat and advanced
Salalah airports. technologies
and linking with
advanced tools,
(A-SMGCS,
AMAN / DMAN)
Performance Improvement Areas (PIA) 2 Globally Interoperable Systems and Data Through Globally
Interoperable System Wide Information Management
B0-FICE
Increased
1
% of FIRs within which
70%
1- To improve
AIDC and/or
Interoperability,
all applicable ACCs have
by
coordination
OLDI will be
Efficiency and
implemented at least
Dec.
between
air
completed
Capacity
one interface to use 2017 traffic service before Dec 2015
through
AIDC/OLDI
with
units (ATSUs),
Ground-Ground
neighboring ACCs.
working are in
Integration
progress with
neighbouring
ACCs
to
implement ATS
Interfacility
Data
Communication
(AIDC)
with
Mumbai
and
online
data
interchange
AMHS capability and
with UAE and
Working is in
implementation
KSA.
progress to
/interconnection
2- AMHS/ATN
establish
equipment have interconnection
been installed,
with other states
Oman
has and planned to
launched
an
be completed
operational
before Dec 2016
AMHS
connection with
Abu Dhabi
B0Service
1
1-National AIM
Updated
DATM
Improvement
Implementation
Oman has been
roadmap will be
through Digital
Plan/Roadmap
developed and
issued before
Aeronautical
2- AIXM
submitted to
Dec 2015.
Information
3- eAIP
ICAO MID office AIXM 5.1 before
Management
4-QMS
an AIM
end of 2016.
5-WGS-84
roadmap.
e-AIP and QMS
6-eTOD
- the full
by second
7-Digital NOTAM
implementation quarter of 2016.
of an
WGS-84 fully
integrated
implemented.
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aeronautical
information
database
and QMS is
planned to be
completed by
2017.
eTOD by the end
of 2016 and
Digital NOTAM
planned for third
quarter 2017.
Performance Improvement Areas (PIA) 3 Optimum Capacity and Flexible Flights – Through Global Collaborative
ATM
B0Improved
1
1. Flexible use of
2018
FRTO
Operations
airspace (FUA)
through
2. Flexible routing
Enhanced EnRoute
Trajectories
B0Improved Flow
1
ATFM Measures
NOPS
Performance
implemented in
through
collaborative manner
2018
Planning based
on a NetworkWide view
B0ACAS
1
In accordance
the
only
ACAS
Improvements
with Civil
available
Aviation
implementations
Regulation
of ICAO standard
91.221 of
for
ACAS
II
The Sultanate of (Airborne
Oman, all
Collision
turbineAvoidance
powered
System)
are
aircraft
TCAS II versions
having a
7.0 and 7.1
certified take(Traffic alert and
off mass in
Collision
excess of 5,700
Avoidance
KG,
System).
or a maximum
approved
Carriage of ACAS
passenger
(TCAS v 7.1) will
seating
be
mandated
configuration
according to the
of more than
aircraft
19, are required capabilities but
to be equipped
no later than by
with a
Dec 2016
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serviceable
Airborne
Collision
Avoidance
System
(ACAS II) in the
Muscat FIR.
Performance Improvement Areas (PIA) 4 Efficient Flight Path – Through Trajectory-based Operations
B0Improved
1
1. PBN STARs
100% RNAV 1 Arrival
RNAV 1 STAR
CDO
Flexibility and
by
(STAR)
have
will be
Efficiency in
Dec.
been
implemented for
Descent Profiles
2016 implemented
RWY 08R/26L at
(CDO)
according
to
OOMS before
ICAO Doc 9613 the end of major
PBN
Manuel
construction
VOL II Part B
work on RWY
Chapter 3 for now under way.
both
Muscat
and Salalah.
2. International
aerodromes/TM
As with CDO
100%
by
Dec.
2016
B0-TBO
B0-CCO
Improved
Safety and
Efficiency
through the
initial
application of
Data Link EnRoute
Improved
Flexibility and
Efficiency
Departure
Profiles Continuous
Climb
Operations
(CCO)
CDO operations
are planned for
implementation
before
Dec.
2017
1
ADS-C and CPDLC
1
1. PBN SIDs
2020+
RNAV 1
departure (SID)
have been
implemented
according to
ICAO Doc 9613
PBN Manuel
VOL II Part B
Chapter 3 for
both Muscat
and Salalah.
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RNAV 1 SID will
be implemented
for RWY
08R/26L at
OOMS before
the end of major
construction
work on RWY
now under way.
2. International
aerodromes/TMAs
with CCO
CCO operations
are planned for
implementation
before Dec.
2017
6. Please provide a detailed listing of the stakeholder groups your operation interacts with.
(Please indicate the frequency of meetings and your organizations role in the group)
ICAO Groups: RASG-MID and MIDANPIRG
ICAO Sub Groups: MIDANPIRG ATM Sub-Group; MIDANPIRG CNS Sub-Group, MIDANPIRG PBN Sub-Group
Operator Organizations: CANSO
Aviation Organizations: ACAC
Other Groups: Nil
Part II Communications, Navigation and Surveillance (CNS)
7. What changes do you plan to make to your CNS systems by 2030 in conformity with the ICAO
ASBU objectives?
Communications:
Aeronautical fixed service (AFS): The aeronautical fixed service (AFS) will satisfy the communication
requirements of ATS, ATFM, AIM, MET and SAR, including specific requirements in terms of system
reliability, message integrity and transit times, with respect to printed as well as digital data and speech
communications.
The OMAN AFS comprises:
a) the aeronautical fixed telecommunication network (AFTN); and Common ICAO data Interchange
network (CIDIN);
b) ATS message handling services (AMHS), and inter-centre communications; (already deployed and
testing with neighbouring is ongoing). A new AFTN/AMHS system is installed at Muscat New ATM Complex
and Salalah ATM Complex
d) ATS voice communication circuits and networks. voice communication circuits already implemented
with adjacent FIR.
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f) ATS Computer to Computer data networks and circuits; (Systems with local connections are deployed
and connections with neighbouring are in progress);
g) the Satellite distribution system relating to air navigation (SADIS).
Oman network is using transmission Control Protocol/Internet Protocol (TCP/IP) communication protocol
for the AMHS. The migration from X.25 to TCP/IP is planned.
ATS speech circuits: an integrated world class communication system based on INDRA VCCS is fully
deployed and no changes are planned by 2030.
Aeronautical mobile service (AMS)
The AMS comprises:
a) air-ground voice and data communication systems
Air-ground communications for ATS purposes are based on VHF(25KHZ).
In order to achieve optimum economy in the use of the radio frequency spectrum used for ATS air-ground
communications , VHF(8.33 KHZ) will be deployed when necessary.
b) ground-to-air broadcast systems
State-of-the-art ATIS/VOLMET/D-ATIS/D-VOLMET integrated system is deployed as follows:






ATIS/VOLMET and D-ATIS/DVOLMET complete system for the Muscat International Airport and
Muscat CTC
ATIS system for the Salalah International Airport
The main features of the above are:
True client/server architecture, connected through LAN-TCP/IP
Continuous ATIS/VOLMET signal broadcasting
Real-time message update when significant changes occur
All ATIS and VOLMET reports are broadcasted through VHF transmitters via the Voice
Communication Control System
No changes are planned by 2030.
Surveillance:
Ground Based:
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PACA has completed deployment of new ATM systems capable of allocating current and forecasted traffic
allowing for Full coverage for all Oman Air Space through the following Surveillance facilities :







SALALAH MSSR/PSR
MUSCAT MSSR/PSR
WIDAM MSSR
RAS AL’HADD MSSR
AL’DUQM MSSR
QARAN HAIRITTI MSSR
JALAN MSSR
No changes are planned by 2030.
Surface: In the framework of the nationwide ATM modernisation and upgrade program Two Advanced
Surface Movement Guidance and Control Systems (A-SMGCS) will be implemented for Muscat and Salalah
International Airports which include:
•
Three Surface Movement Radars (SMR)
•
Two Multilateration Systems
The full implementation is expected to be completed before 2017
ASMGCS Systems for the four Regional Airports of Sohar, Adam, Ras Al Haad, and Duqum are planned
having a horizon of the year 2030.
Navigation:
the provision of radio navigation services will gradually transition from ground-based to satellite-based
system.
According to Oman PBN roadmap the following changes are foreseen:
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8. Please identify any gaps in communications in each of the following categories:
Ground to Air: Nil
Ground to Ground: Nil
Intra-Facility: Nil
Inter-Facility: Nil
Other: Nil
9. Please identify your en route surveillance capabilities and limitations:
Capabilities: Seven MSSR ( see question 7 above)
Areas of limited or no radar coverage: Nil
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Areas of intermittent service: Nil
Other limitations: Nil
Full system Coverage at FL200 is presented below:
10. Please describe your terminal approach surveillance capabilities and limitations:
Capabilities:


SALALAH APPROACH MSSR/PSR
MUSCAT APPROACH MSSR/PSR
Areas of limited radar coverage: Nil
Does your operation's radar coverage extend to the surface? If not, please identify the nominal base of
your radar coverage:
Yes.
Page 11
Other Limitations: Nil
11. Please describe your airport surface surveillance capabilities and limitations.
Airport surface surveillance are not provided in Oman airports.
Capabilities: Nil
Limitations: Nil
Part III Air Traffic Management/Air Traffic Flow Management (ATM/ATFM)
12. Please list the Area Control facilities (ACCs) in your region
Name of Facility : Muscat ACC
Location of Facility : Muscat, Oman
13. Please list the approach control facilities (CTAs) in your region
Name of Facility (1): Muscat Approach
Location of Facility (1): Muscat
Name of Facility (2) : Salalah Approach
Location of facility (2) : Salalah
14. ACC Automation
Please describe any limitations of the automation system used in your ACCs. (For example: do
all tracked targets have an associated data block displaying aircraft identification, assigned
altitude, ground speed, destination, route of flight?)
ACC Shortfall : Nil
15. CTA Automation
Please describe any limitations of the automation system used in your CTA(s). (For example do
Page 12
all tracked targets have an associated data block displaying aircraft identification, assigned
altitude, ground speed, destination, route of flight? )
CTA Shortfall : Nil
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16. Please indicate the extent to which the following operational capabilities/design features constrain your en route ability to
provide efficient services.
No negative impact
Moderate negative impact
Ability to vector
Ability to parallel
routes
Airborne holding
Airspace structure
Sector design
Route structure
Separation standards
Page 14
High negative impact (please specify below)
17. Does your operation provide en route non-radar services?
No
Yes
18. Please describe the separation standards used in your ACC facility:
Radar:
(a) 5 nm (System Track – without military radar inputs), MSSR, PSR or PSR with either
SSR or MSSR).
(b) 8nm if military radars (J. Shams, J. Harim and/or Thumrait) are being used in the
INTEGRATED mode.
(c) 16 nm (SSR only)
Non-Radar: The provisions of CHAPTER 5. Separation methods and minima, PANS ATM
DOC4444 are applied.
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 nonconsistency between the airspace users plan and the ANSPs caused occasional spikes in the traffic.
20. What actions are taken to prevent sector overload in your ACC facility?
1. Time based flow measure is implemented at busy times of the day.
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.
Page 15
21. What are the constraints in your CTAs impacting arrival and departure operations?
Please specify each airport identifier. For example: at airport ABC call for release is
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.
22. Please describe the separation standards used in your CTA facility:
Radar: A 5 nm horizontal separation is used except that a minima of 3 nm is authorized for use
within Muscat TMA and below FL240 provided that the MSSR radar coverage is available.
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.
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23. Please identify any of the following which are not adequate for current and/or future operations
Runways
Taxiways
Ramps
Gates
Terminal
Infrastructure
Airport 1:
Airport 2:
Airport 3:
Please provide airport identifiers (1-5) for above responses. For example Airport 1 = ABC
Nil
Page 17
Affecting Current
Operations
Affecting Future
Operations
24. Please identify which of your airports have runway constraints affecting current and/or future operations.
No Runway
Constraint
Arrivals Only
Departures Only
Airport 1:
Airport 2:
Please provide airport identifiers (1-5) for above responses:
NIL
Page 18
Limited to Specific Type
Aircraft Only
Affecting Current
Operation
Affecting Future
Operation
25. Please describe any other airport surface constraints.
NIL
26. Please identify what precision and non-precision approach capabilities are present
at each primary airport within your jurisdiction.
Airport 1: ILS CATI and CAT II, VOR/DME, RNAV GNSS
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
If yes, please provide the name of the organization, and point of contact information.
Page 19
28. Please identify the operating characteristics of the Special Activity Airspace within your facilities jurisdictional airspace. Select
all that apply.
No
SAA is scheduled sufficiently in advance to
mitigate its operational impact
SAA is activated real time
SAA is deactivated and released to ATC real time
SAA activity has no negative operational impact
to ATC operations
SAA activity has a negative impact on ATC
operations
SAA use procedures are relevant and current
SAA use procedures are clearly documented
Other
Page 20
Yes
Always
Sometimes
Never
Other
29. What changes are needed to accommodate the present demand and the expected
demand through 2030?
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.
Runway (Please Specify): NIL
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).
Other (Please Specify): NIL
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30. Please indicate the expected benefits for each change. Select all that apply.
Operational Benefits
Operator Benefits
Airspace Change:
Procedure Change:
Separation Change:
ATFM Change:
Runway Change:
Technology [CNS]
Change:
Other Change(s):
Page 22
Environmental Benefits
Governmental Benefits
31. Facility Staffing
Is the number of operational positions per facility adequate to meet present and
expected demand by the following years:
No (please indicate needed
changes below)
Yes
2016
2020
2030
32. What airspace changes are you planning now through 2030? Please be specific.
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.
Page 23
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33. Please indicate the factors that contribute to controller workload within your operation:
No impact
Minimal impact
Manual coordination
processes
Excessive coordination
Airspace restrictions
Excessive vectoring
Mile-in-trail restrictions
Technology limitation(s)
Other (Please describe
below)
Page 25
Moderate impact
High Impact
34. Please describe the prevailing methods of ATC coordination within your operation.
Select all that apply.
Fully Manual
Fully Automated
Intra-Facility
Inter-Facility
Please indicate any other coordination methods used
Page 26
Hybrid
35. Please describe the impact caused by coordination constraints:
Minimal impact
Moderate impact
High impact
Airborne holding
Departure stops
Speed restrictions
Altitude restrictions
Mile/Minute in trail
Re-route of flights
Other (please describe
below)
Please describe any other coordination constraints. Please indicate where moderate and high impacts occur. Include the facility and sector
name.
Page 27
36. What percentage of the aircraft operating in the region are capable of the following:
0-14%
15-29%
Performance Based Navigation (PBN)
RNP 10
RNP 5
RNP 2
RNP 1
Global Positioning System (GPS)
Global Navigation Satellite System
(GNSS)
Ground Based Augmentation System
(GBAS)
Area Navigation
Page 28
30-44%
45-59%
60-74%
75-89%
90-100%
0-14%
15-29%
Controller Pilot Data Link
Communications (CPDLC)
ADS-B Out
ADS-B IN
ADS-C
Other
Page 29
30-44%
45-59%
60-74%
75-89%
90-100%
37. Does your operation plan on migrating from ILS to GBAS capabilities
No
Yes
38. What is the status of ICAO A37-11 PBN Global Goals in your region?
100 %
Page 30
39. Please indicate the traffic management methods employed by your operation:
Yes
Automated ground delay programs
Arrival metering
Departure spacing programs
There are no traffic management
initiatives
Other (please describe below)
Page 31
No
40. Please describe the type of weather and its impact on air traffic operations within your jurisdictional airspace. Select all that
apply.
No Impact
Minimal Impact
Convective Weather
Frontal Weather
Cyclonic Weather
Radiant Weather
Turbulent Weather
Temperature Extreme
Wind
Particulate Matter (e.g.,
Dust)
Other
Page 32
Moderate Impact
Severe Impact
Seasonal Impact
41. Please describe what measures are employed to mitigate adverse weather effects
within your jurisdictional airspace. Please indicate the type of weather and its
mitigation. For example: Air Traffic is issued routing changes around areas of
thunderstorm activity.
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
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
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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).
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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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