· web viewharmonization of communications, navigation, surveillance/air traffic management...

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): [email protected]

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.

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?

Q Block 0: available now (see table below)Q Block 1: to be deployed from 2018 Q Block 2: to be deployed from 2023Q Block 3: to be deployed from 2028

Module Code

Module Title Priority Indicator Target progress in the implementation

Remarks

Performance Improvement Areas (PIA) 1: Airport OperationsB0-

APTAOptimization of Approach Procedures including vertical guidance

1 % of international aerodromeshaving at least one instrumentrunway provided with APVwith Baro VNAV procedureimplemented

100% by

Dec. 2016

- RNP APCH down to LNAV and LNAV/VNAV minima’s commonly called RNAV(GNSS)approaches have been

implemented

RNAV GNSS will be implemented for RWY 08R/26L at OOMS before the end of major

construction work on RWY

now underway.

for all runway ends at Int’l

Aerodromes.- Updated PBN

implementation Plan will be provided by Dec 2015

B0-SURF

Safety and Efficiency of

Surface Operations (A-SMGCS Level 1-

2)

1 % of applicable internationalaerodromes havingimplemented A-SMGCS Level1 and 2

Level1: 70% by

Dec. 2017

Level2: 50% by

Dec. 2017

In the framework of the nationwide ATM modernisation and upgrade program Two Advanced Surface MovementGuidance and Control Systems (A-SMGCS) will be implemented whichinclude:• Three Surface Movement Radars (SMR)• Two Multilateration SystemsThe full implementation is expected to be completed before 2017

Not only Muscat Intl airport but

also it is expected to

implement A-SMGCS for

Salalah airport.

B0-ACDM

Improved Airport

Operations through

Airport-CDM

1 % of applicable international

aerodromes having implemented improved

airport operations through airport-CDM

40% by

Dec. 2017

Airport Collaborative Decision Making (A-CDM) will be progressively built in connection with the expansion and modernisation of Muscat and

Implementation of Advanced CDM –is planned for Oman airports which will increase collaboration between airport partners by utilizing 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 Interoperability,

Efficiency and Capacity through

Ground-Ground Integration

1 % of FIRs within which all applicable ACCs have implemented at least one interface to use AIDC/OLDI with neighboring ACCs.

AMHS capability and implementation /interconnection

70% by

Dec. 2017

1- To improve coordination between air traffic service units (ATSUs), working are in progress with neighbouring ACCs to implement ATS Interfacility Data Communication (AIDC) with Mumbai and online data interchange with UAE and KSA.2- AMHS/ATN equipment have been installed,Oman has launched an operational AMHS connection with Abu Dhabi

AIDC and/or OLDI will be completed

before Dec 2015

Working is in progress to

establish interconnection with other states and planned to be completed

before Dec 2016

B0-DATM

Service Improvement

through Digital Aeronautical Information

Management

1 1-National AIM Implementation Plan/Roadmap2- AIXM3- eAIP4-QMS

5-WGS-846-eTOD

7-Digital NOTAM

Oman has been developed and submitted to ICAO MID office an AIM roadmap.- the full implementation of an integrated aeronautical

Updated roadmap will be

issued before Dec 2015.

AIXM 5.1 before end of 2016.

e-AIP and QMS by second

quarter of 2016.WGS-84 fully implemented.

information databaseand 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

B0-FRTO

Improved Operations

through Enhanced En-

Route Trajectories

1 1. Flexible use of airspace (FUA)

2. Flexible routing

2018

B0-NOPS

Improved Flow Performance

through Planning based on a Network-

Wide view

1 ATFM Measures implemented in

collaborative manner 2018

B0-ACAS

ACAS Improvements

1 In accordance with Civil Aviation Regulation 91.221 ofThe Sultanate of Oman, all turbine-powered aircrafthaving a certified take-off mass in excess of 5,700 KG,or a maximum approved passenger seating configurationof more than 19, are required to be equipped with aserviceable

the only available implementations of ICAO standard for ACAS II (Airborne Collision Avoidance System) are TCAS II versions 7.0 and 7.1 (Traffic alert and Collision Avoidance System).

Carriage of ACAS (TCAS v 7.1) will be mandated according to the aircraft capabilities but no later than by Dec 2016

Airborne Collision Avoidance System(ACAS II) in the

Muscat FIR.Performance Improvement Areas (PIA) 4 Efficient Flight Path – Through Trajectory-based Operations

B0-CDO

Improved Flexibility and Efficiency in

Descent Profiles (CDO)

1 1. PBN STARs

2. International aerodromes/TMAs with CDO

100% by

Dec. 2016

100% by

Dec. 2016

RNAV 1 Arrival (STAR) have been implemented according to ICAO Doc 9613 PBN Manuel VOL II Part B Chapter 3 for both Muscat and Salalah.

CDO operations are planned for implementation before Dec. 2017

RNAV 1 STAR will be

implemented for RWY 08R/26L at

OOMS before the end of major


now under way.

B0-TBO Improved Safety and Efficiency

through the initial

application of Data Link En-

Route

1

ADS-C and CPDLC 2020+

B0-CCO Improved Flexibility and

Efficiency Departure Profiles -

Continuous Climb

Operations (CCO)

1 1. PBN SIDs 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.

CCO operations

RNAV 1 SID will be implemented for RWY 08R/26L at OOMS before the end of major


now under way.

2. International aerodromes/TMAs with CCO

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.

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:

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:

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

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.

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 AutomationPlease 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 AutomationPlease describe any limitations of the automation system used in your CTA(s). (For example do all tracked targets have an associated data block displaying aircraft identification, assigned

altitude, ground speed, destination, route of flight? )

CTA Shortfall : Nil

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 High negative impact (please specify below)

Ability to vector

Ability to parallel routes

Airborne holding

Airspace structure

Sector design

Route structure

Separation standards

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 non-consistency 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.

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.

23. Please identify any of the following which are not adequate for current and/or future operations

Runways Taxiways Ramps GatesTerminal

InfrastructureAffecting Current

OperationsAffecting Future

Operations

Airport 1:

Airport 2:

Airport 3:

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 OnlyLimited to Specific Type

Aircraft OnlyAffecting Current

OperationAffecting 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

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.

28. Please identify the operating characteristics of the Special Activity Airspace within your facilities jurisdictional airspace. Select all that apply.

No Yes Always Sometimes Never Other

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

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, forcontrol 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

30. Please indicate the expected benefits for each change. Select all that apply.

Operational Benefits Operator Benefits Environmental Benefits Governmental Benefits

Airspace Change:

Procedure Change:

Separation Change:

ATFM Change:

Runway Change:

Technology [CNS] Change:

Other Change(s):

31. Facility StaffingIs the number of operational positions per facility adequate to meet present and expected demand by the following years:

YesNo (please indicate needed

changes below)

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.

33. Please indicate the factors that contribute to controller workload within your operation:

No impact Minimal impact Moderate impact High Impact

Manual coordination processes

Excessive coordination

Airspace restrictions

Excessive vectoring

Mile-in-trail restrictions

Technology limitation(s)

Other (Please describe below)

34. Please describe the prevailing methods of ATC coordination within your operation. Select all that apply.

Fully Manual Fully Automated Hybrid

Intra-Facility

Inter-Facility

Please indicate any other coordination methods used

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.

36. What percentage of the aircraft operating in the region are capable of the following:

0-14% 15-29% 30-44% 45-59% 60-74% 75-89% 90-100%

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

0-14% 15-29% 30-44% 45-59% 60-74% 75-89% 90-100%

Controller Pilot Data Link Communications (CPDLC)

ADS-B Out

ADS-B IN

ADS-C

Other

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 %

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

Yes No

Automated ground delay programs

Arrival metering

Departure spacing programs

There are no traffic management initiatives

Other (please describe below)

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 Moderate Impact Severe Impact Seasonal Impact

Convective Weather

Frontal Weather

Cyclonic Weather

Radiant Weather

Turbulent Weather

Temperature Extreme

Wind

Particulate Matter (e.g., Dust)

Other

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 AnalysisPlease 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 delay2. The total minutes of delay per aircraft3. The type of delay (ground or airborne) 4. The time of day the delay occurred for the period5. Location

Special Activity and Restricted Use AirspacePlease 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.

· web viewharmonization of communications, navigation, surveillance/air traffic management...

Documents