diff --git a/docs/aerodrome/doha-hamad/img/othh_aor.png b/docs/aerodrome/doha-hamad/img/othh_aor.png index 50ddd85f..7496cb4f 100644 Binary files a/docs/aerodrome/doha-hamad/img/othh_aor.png and b/docs/aerodrome/doha-hamad/img/othh_aor.png differ diff --git a/docs/aerodrome/muscat/aerodrome.md b/docs/aerodrome/muscat/aerodrome.md index e75e039b..f1cebee8 100644 --- a/docs/aerodrome/muscat/aerodrome.md +++ b/docs/aerodrome/muscat/aerodrome.md @@ -2,73 +2,144 @@ ## 1.1 Aerodrome Details | ICAO Code | | |------------------------------------|----------------------| -| Aerodrome Reference Point (ARP) | | -| Elevation | | -| Magnetic Variation / Annual Change | | +| Aerodrome Reference Point (ARP) | N23 36.0 E 058 17.0 | +| Elevation | 49 FT | +| Magnetic Variation / Annual Change | 2°E (2025) / +0.05 | | Transition Altitude / Level | 13,000 ft / FL150 | ## 1.2 Air traffic services ### 1.2.1 List of ATS callsigns | Radio Callsign | Logon Callsign | Abbreviation | Frequency | |:---------------------------:|:----------------:|:--------------:|:-----------:| -| | | | | -| | | | | -| | | | | -| | | | | -| | | | | -| | | | | -| | | | | -| | | | | +| Muscat Radar | OOMS_APP | RDR | 121.200 | +| Muscat Tower North | OOMS_1_TWR | AIR 1 | 118.825 | +| Muscat Tower South | OOMS_2_TWR | AIR 2 | 118.400 | +| Muscat Ground North | OOMS_1_GND | GMC 1 | 127.875 | +| Muscat Ground South | OOMS_2_GND | GMC 2 | 121.800 | +| Muscat Delivery | OOMS_DEL | CLD | 125.575 | +| Muscat Information | OOMS_ATIS | ATIS | 126.800 | ### 1.2.2 ATS airspace | Airspace | Classification | Vertical Limits | Transition Altitude | Transition Level | |:---------------------------:|:----------------:|:------------------:|:---------------------:|:------------------:| -| CTA (Terminal Area) | | | 13 000 ft | FL 150 | -| CTR (Control Zone) | | | 13 000 ft | FL 150 | +| Muscat TMA (Terminal Area) | C | MRVA to FL150 | 13 000 ft | FL 150 | +| Muscat CTR (Control Zone) | C | SFC to 5500ft | 13 000 ft | FL 150 | ## 1.3 Radio navigation aids | Type | Identifier | Frequency | |:---------------:|:------------:|:-----------:| -| | | | -| | | | -| | | | -| | | | +| VOR/DME | MCT (Muscat) | 114.500 | +| ILS/DME 08L | IML | 108.900 | +| ILS/DME 26R | IMR | 110.700 | ## 1.4 Runways ### 1.4.1 Runway physical characteristics | Runway Designation | True/Magnetic Bearing | Dimensions (m) | |:--------------------:|:-------------------------:|:----------------:| -| | | | -| | | | -| | | | -| | | | +| 08L | 085°/083° | 4000 x 60 | +| 08R | 085°/083° | 4080 X 45 | +| 26R | 265°/264° | 4000 x 60 | +| 26L | 265°/264° | 4080 X 45 | ### 1.4.2 Declared distances (take-off) - + - + - - + + - - - + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + +
Runway IntersectionTake-off Run Available (TORA)Takeoff Run Available (TORA) Accelerate Stop Distance Available (ASDA)
12R08L FULL LENGTH4315 m4504 m4000 m4000 m
K2/M5B4125 m4314 mY33312 m3312 M
08RFULL LENGTH4080 m4080 m
D23140 m3140 m
D32568 m2568 m
E23690 m3690 m
26LFULL LENGTH4080 m4080 m
D52455 m2455 m
D63069 m3069 m
D73585 m3585 m
E73585 m3585 m
E83985 m3985 m
26RFULL LENGTH4000 m4000 m
Y63312 m3312 m
### 1.4.3 Declared distances (landing) | Runway | Landing Distance Available (at Threshold) | |:------:|:-----------------------------------------:| -| | | -| | | -| | | -| | | \ No newline at end of file +| 08L | 4000m | +| 08R | 3600m | +| 26L | 4080m | +| 26R | 3840m | \ No newline at end of file diff --git a/docs/aerodrome/muscat/air.md b/docs/aerodrome/muscat/air.md index 25fca340..fc5594b8 100644 --- a/docs/aerodrome/muscat/air.md +++ b/docs/aerodrome/muscat/air.md @@ -1,148 +1,145 @@ -# 4. Air Control ("XXX Tower") +# 4. Air Control ("Muscat Tower") ## 4.1 General provisions +Tower control (TWR/AIR) is responsible for all aerodrome movements on runways and their associated +taxiways. TWR shall also ensure separation in the control zone between IFR and IFR traffic as well as IFR and VFR traffic is maintained. Traffic information shall also be provided so pilots of VFR traffic can maintain visual separation between themselves. ## 4.2 Preferential runways +The preferred calm wind configuration is departing and arriving runway 26R, which shall be used up +to a 5-knot tailwind. Otherwise, runway 08L will be used. Tower shall pick the configuration that is +used in real life (by checking flight radar) whenever possible. + +!!! warning + At the time of writing, the southern runway (08R/26L) is currently closed, as per updated NOTAMs. This is due to the restructing of Muscat aerodrome. This runway shall not be used, except for crossing taxiing aircraft between taxiways E1 and D1. ## 4.3 Departure procedures -### 4.3.1 Standard departure points - -| Runway | Standard departure points | -|:------:|:-------------------------:| -| | | -| | | -| | | -| | | -
-
Table 4-1: Standard departure points
-
+ +Runway 08L/26R features three departure points per configuration. The standard departure points are full length on each runway. There should not be a performance difference between Y1 and Y2, and Y7 and Y8 respectively so they can be assigned to optimize the departure rate. Y3 and Y6 are intersection departure points that shall only be assigned after confirmation by the pilot that aircraft performance is sufficient. ### 4.3.2 Line up clearances +Conditional line up instructions shall include the traffic that the aircraft is to follow, as well as the word “behind” at the beginning and end of the transmission. It is recommended to only have a maximum of two conditional line up clearances active at once. + +!!! example + **Controller:** "SWR243, behind the departing Oman Air A330, runway 26R line upand wait behind." + +If aircraft have not yet reached the holding point where they are expected to line up at, ATC shall reiterate the cleared holding point. + +!!! example + **Controller:** "OMA298 via Y7, line up and wait runway 26R" + +### 4.3.3 Take-off clearances +Aircraft shall be cleared for take-off once adequate separation exists, as provided in 4.3.4. + +!!! example + **Controller:** "OMA8KC, wind 280 degrees 4 knots, runway 26R cleared for take-off." ### 4.3.4 Separation requirements #### 4.3.4.1 General +Aircraft shall be separated on departure in compliance with standard IFR departure separation minima. -#### 4.3.4.2 Muscat FIR flow control procedure +Succeeding aircraft with the same Muscat FIR exit point shall be separated by a minimum of two minutes, except as provided in 4.3.4.2. + +A VFR aircraft following a VFR departure may be instructed to maintain visual separation with preceding aircraft and given take-off clearance if no wake turbulence separation minima exists. -| SID | FIR exit point | Longitudinal separation | -|:-----:|:--------------:|-------------------------| -| | | | -| | | | -
-
Table 4-2: Flow control procedures for traffic entering the Muscat FIR
-
+#### 4.3.4.2 Muscat FIR flow control procedure +Two Muscat departures with the same Muscat FIR/Mumbai FIR boundary exit point and the same cruising level must adhere to a minimum departure interval of three minutes. During events, the appointed flow manager may adjust these as necessary. #### 4.3.4.3 Low visibility and IMC +During low visibility operations and during IMC in general, departing aircraft shall not be cleared for take-off when there is an arriving aircraft within 4 nm of the landing runway threshold. ### 4.3.5 IFR handoff procedure -#### 4.3.5.1 General - -#### 4.3.5.2 Procedure for 30 configuration - - - - - - - - - - - - -
SIDHandoff station
ANVIX7FDEP 1
-
-
Table 4-3: Departure handoff procedure (30)
-
- -#### 4.3.5.3 Procedure for 12 configuration - - - - - - - - - - - - - -
SIDHandoff station
ANVIX5GDEP 1
-
-
Table 4-4: Departure handoff procedure (12)
-
- -### 4.3.6 Omnidirectional departures - -### 4.3.7 Stopping a departure +Departing IFR aircraft shall be handed off to the Muscat TMA controller or –if not online- Muscat Control. Aircraft shall be handed off when passing 800ft to ensure adequate time for a frequency change and avoid a level off on departure. + +### 4.3.6 Stopping a departure +Aircraft that have commenced their take-off roll may be instructed to stop immediately to avert a collision due to a runway incursion or any other dangerous situation. + +It must be noted though, that the instruction to stop must be given early enough such that the aircraft does not reach its decision speed. The stopping distance of an aircraft is also significant. Therefore, aerodrome controllers must be vigilant and remain aware of the location of traffic at all times as well as runway incursion hotspots. + +!!! example + **Controller:** "FDB687, Stop immediately, I say again stop immediately, runway incursion." + +For aircraft that have been given a take-off clearance, but have not yet started the roll, they shall be instructed to hold position and the take-off clearance must be cancelled along with the reason. + +!!! example + **Controller:** "FDB687, hold position, cancel takeoff clearance, I say again cancel takeoff clearance, aircraft entering the runway." ## 4.4 Arrival Procedures ### 4.4.1 Preferred exit points - -| Landing Runway | Preferred Exit POint | -|:--------------:|:--------------------:| -| | | -| | | -| | | -| | | -
-
Table 4-5: Preferred exit points
-
+During periods of increased arrival or departure activity, aircraft shall be instructed to vacate at the rapid exit taxiway for the runway in use. These are Y4 and Y5 respectively. ### 4.4.2 Separation requirements #### 4.4.2.1 General +While the radar controllers are responsible for separating and sequencing arriving aircraft, the TWR controller shall still ensure that minimum separation (>3nm) is maintained until the preceding aircraft crosses the runway threshold. #### 4.4.2.2 Speed control +If it is apparent that minimum separation may not exist, TWR may use a tactical reduction in aircraft speed. + +!!! example + **Controller:** "OMA1784, reduce to final approach speed." #### 4.4.2.3 Visual separation +Aircraft may be instructed to maintain own separation visually, if speed control alone will not resolve the conflict. This shall only be done in VMD and in agreement with the pilot. If no other solutions are practical, the succeeding aircraft shall be instructed to go around. ### 4.4.3 Go-around instruction #### 4.4.3.1 General go-around procedure +Should a runway at any time become unsuitable for an aircraft landing, or separation minima is not met, aircraft shall be instructed to go-around. + +!!! example + **Controller:** "UAE797, go around, I say again, go around. Acknowledge." -#### 4.4.3.2 Go-around with simultaneous departure in VMC +At Muscat, instructions in case of a go-around are usually assigned by Muscat Approach. However, Muscat Tower may reiterate these if necessary and if these change, after coordination with Muscat Radar. Once aircraft have acknowledged the instruction and are observed to be safely climbing away, they shall be transferred to Muscat TMA. -#### 4.4.3.2 Go-around with simultaneous departure in IMC or during LVO +!!! example + **Controller:** "UAE797, (fly runway heading, climb to altitude 3,000ft,) contact Muscat Radar 121.200." ### 4.4.4 Arrival taxi procedures +In accordance with taxi procedures laid down in 3.4, aircraft shall be provided an intial taxi clearance to ensure they are kept moving, such that the relevant rapid exit taxiway (RET) is kept clear for the next arrival. + +The intiial taxi instruction shall include instructions to taxi "LEFT" or "RIGHT" onto the relevant taxiway, as appropriate, and a hold short instruction at a suitable intermediate holding point. + +!!! example + **Controller:** "OMA8KC, taxi right on W, hold short of V" + +Once aircraft have been observed to be taxiing and completely clear of the RET, transfer of control shall be initiated to GMC, provided there will be no conflicts with other traffic. + +## 4.5 VFR procedures +The Muscat control zone is unique because it is class C and not class D like many other CTRs. This means that TWR is responsible for separating VFR and IFR traffic by at least 3nm or greater if wake turbulence separation is required. VFR traffic does not have to be separated from other VFR traffic but traffic information should be provided wherever possible. + +### 4.5.1 VFR departures +Once VFR aircraft are ready for departure, they shall be cleared for take-off in sequence. As they begin their crosswind turn, they shall be instructed to report leaving the control zone or to report any other Visual Reporting Point on their route as deemed appropriate. -## 4.5 Reduced runway separation minima (RRSM) -### 4.5.1 Conditions for the application of RRSM +If aircraft are exiting into uncontrolled airspace, they shall be instructed to remain outside controlled airspace and monitor Unicom. If they are entering Muscat TMA airspace, they shall be handed off to the Muscat TMA controller approximately one minute before leaving the control zone. -### 4.5.2 Single runway mode procedure -#### 4.5.2.1 Landing following landing +### 4.5.2 VFR traffic remaining in the circuit +TWR control is responsible for managing circuit traffic. Circuits will always be conducted to the north of the airfield. Once aircraft are ready for departure they shall be cleared for take-off in sequence. As they begin their crosswind turn, they shall be instructed to report when they are on downwind with their intentions -#### 4.5.2.2 Landing following departure +!!! example + **Controller:** "A-TT, report downwind with intentions" -### 4.5.3 Dual dependent runway mode +Aircraft may request a touch and go, a stop and go, a low approach or a full stop landing. Once TWR is aware of the aircraft’s request, they may be sequenced to the runway, with due consideration given to runway occupancy time. -## 4.6 VFR procedures -### 4.6.1 VFR departures +Aircraft on downwind shall be passed the following information: +• Sequence +• Traffic information if applicable -### 4.6.2 VFR traffic remaining in the circuit +!!! example + **Controller:** "A-TT, number 1, report final runway 26R." -### 4.6.3 VFR arrivals + **Controller:** "A-TT, runway 30R, cleared to land/touch and go/low approach." -## 4.7 Low visibility operations (LVO) -### 4.7.1 Commencement of LVO +### 4.5.3 VFR arrivals +Inbound VFR aircraft shall be instructed to contact TWR with enough time such that two-way radio communication has been established before aircraft enter the control zone. On first contact TWR will pass instructions on how to enter the CTR, the runway in use and the QNH. -### 4.7.2 LVO departure procedures +!!! example + **Controller:** “A4O-TT, Muscat Tower, Enter control zone via Cement Plant East, Runway 26R, 2,000 feet VFR, QNH 1017” -| Runway | Holding Point | -|:------:|:-------------:| -| | | -| | | -| | | -| | | -
-
Table 4-9: CATII/III holding points
-
+Once the traffic is closer to the aerodrome, they shall be given circuit joining instructions. VFR arrivals from the south can either be given a direct base for the respective runway or if there is a delay expected they should make a midfield crossing to join the normal circuit in the north of the aerodrome. -### 4.7.3 LVO arrival procedures +!!! example + **Controller:** "A-TT, join base runway 26R" or -## 4.8 Designated areas of responsibility -### 4.8.1 AIR positions + **Controller:** "A-TT, cross midfield, join right-hand downwind runway 26R" -### 4.8.2 Handoff procedure +VFR arrivals may be denied entry into the control zone during times of increased IFR arrival activity and instructed to hold outside controller airspace awaiting further instructions. VFR aircraft may also be told to orbit at any VRP inside the CTR. -### 4.8.3 Splitting procedure \ No newline at end of file +## 4.6 Secondary Muscat Tower position +Muscat AIP has defined a secondary (south) tower position, for the southern runway (08R/26L). At this time, the runway remains closed as per updated NOTAMs. This section of the SOP will be updated when this changes. \ No newline at end of file diff --git a/docs/aerodrome/muscat/gmc.md b/docs/aerodrome/muscat/gmc.md index e49bbdba..78d6a966 100644 --- a/docs/aerodrome/muscat/gmc.md +++ b/docs/aerodrome/muscat/gmc.md @@ -1,82 +1,98 @@ -# 3. Ground Movement Control ("XXX Ground") +# 3. Ground Movement Control ("Muscat Ground") ## 3.1 General provisions - +The Ground Movement Controller (GMC) is responsible for managing aircraft movements on all aerodrome movement areas except for runways and their associated taxiways. Departing aircraft are given pushback instructions and instructions to taxi to the runway holding point. Arriving aircraft are assigned a stand and instructed to taxi as appropriate. ## 3.2 Departure pushback procedures ### 3.2.1 General pushback procedures +When aircraft have been handed off from CLD, they shall be fully ready for pushback and have reached their TOBT. Assuming no obstructions, they shall be instructed to push back immediately. + +Aircraft requesting push that are not squawking their assigned transponder code shall be instructed to hold position and squawk the correct code. They must not be allowed to move until doing so. + +Pushback direction is based primarily on aircraft location and runway configuration. Pushback from the main terminal shall occur onto T or L as appropriate. A pushback clearance must be a variant of those provided in 3.2.2 and include an instruction on which direction to face (e.g. “FACE WEST”). + +!!! example + **Controller:** "OMA613, Muscat Ground, Pushback Approved, Face West on T." + +Conditional pushback instructions may also be issued if an aircraft is taxiing behind another, waiting for pushback. + +!!! example + **Controller:** "FDB3EF, Behind Oman Air A320 passing left to right, pushback approved, face east on T behind." + +### 3.2.2 Pushback direction +When departing runway 26R, aircraft parked on the north side of the main terminal (stands 2xx and 3xx) shall be instructed to "FACE EAST" or "FACE NORTH", accordingly. -### 3.2.2 Pushback types -#### 3.2.2.1 Standard pushback +Aircraft departing runway 08L parked on 3xx stands shall be instructed to "FACE WEST". Such aircraft parked on stands 201-203 can either be instructed to "FACE NORTH" or "FACE SOUTH", at the discretion of the controller and the current traffic situation. -#### 3.2.2.2 Short pushback +Aircraft parked on the south sode of the main terminal (stands 4xx, 5xx and 6xx), as well as on the cargo apron, shall always be instructed to "FACE WEST", unless otherwise required for the efficient flow of traffic. -### 3.2.3 Simultaneous pushback operations +### 3.2.3 Pushback types +#### 3.2.3.1 Standard pushback +This type will normally have the aircraft stop abeam the adjacent stand. The phraseology for this type of pushback is laid down in 3.2.1. -### 3.2.4 Dual runway 30R departure pushback procedures +#### 3.2.3.2 Short pushback +A short pushback instruction shall require the aircraft to complete the pushback abeam the current stand such that the adjacent stand will not be blocked. -### 3.2.5 Dual runway 12R departure pushback procedures +!!! example + **Controller:** "OMA51, short pushback approved, face West on L, to finish abeam stand 406." -### 3.2.6 Single runway pushback procedures +### 3.2.4 Simultaneous pushback operations +Simultaneous pushbacks may be permitted from adjacent stands provided aircraft are instructed to manoeuver in accordance with 3.2.2 such that on completion of both aircraft’s pushback operation, they will be separated on the taxiway by two aircraft stands. ## 3.3 Departure taxi procedures ### 3.3.1 General departure taxi procedures +Except as specified in 3.6, departing traffic shall be taxied out using the taxiways closest to the aircraft stand (T, L, S, M, H). Where aircraft are taxied to runway holding points, transfer of control to TWR shall be made early enough, such that aircraft are not required to stop their taxi. -### 3.3.2 Dual runway 30R departure taxi procedures +### 3.3.2 Traffic at the main terminal -### 3.3.3 Single runway 30R departure taxi procedures +The south side and the north side of the terminal are connected via taxiways N and R. -### 3.3.4 Single runway 30L departure taxi procedures +Taxiway N is used for southbound aircraft, while taxiway R is used for northbound aircraft. Therefore, departing traffic will taxi via L, H, R to the runway. Traffic south of taxiway F will taxi via F, E4 and H, northbound. -### 3.3.5 Dual runway 12R departure taxi procedures +### 3.3.3 Traffic south of runway 08R/26L +Traffic south of runway 08R/26L shall exit their apron at the respective apron exit, then taxi via A to cross runway 08R/26L at intersection D1, then continue via E1, H, etc. -### 3.3.6 Single runway 12R departure taxi procedures +!!! warning + Controllers shall exercise caution when taxiing aircraft to/from the aprons south of runway 08R/26L, as only a single intersection connects the apron to the rest of the aerodrome, increasing the risk of a nose-nose situation. -### 3.3.7 Single runway 12L departure taxi procedures +Taxiway V shall be used by departing aircraft in all configurations. -### 3.3.8 Departure handoff procedures +These directions keep traffic flow organised and reduces the potential for conflict. -## 3.4 Arrival taxi procedures -### 3.4.1 General arrival taxi procedures +To deconflict traffic and to reduce the length of taxi clearances, intermediate holding points shall be used wherever possible. + +!!! example + **Controller:** "OMA7R, Taxi via T, UE, V, holding point Y7 runway 26R" -### 3.4.2 Dual runway 30L arrival taxi procedures +!!! example + **Controller:** "OMA7R, Taxi via T, hold UE" -### 3.4.3 Dual runway 30R arrival taxi procedures +## 3.4 Arrival taxi procedures +### 3.4.1 General arrival taxi procedures +Arriving aircraft shall not immediately be handed off by TWR. They must instead be given an initial taxi instruction onto W or V to keep traffic flowing. Therefore, GMC shall assign an arrival stand when they are on final approach. -### 3.4.4 Single runway 30L arrival taxi procedures +Once the aircraft is handed off to GMC they may be taxied to their stand. Arrivals shall generally be taxied via the outside taxiways that are farthest away from stands. -### 3.4.5 Single runway 30R arrival taxi procedures +In the 08L configuration, traffic vacating Y5 shall use taxiway W to their stand. -### 3.4.6 Dual runway 12L arrival taxi procedures +Arriving traffic headed to the south side of the terminal will taxi via N G and K to the stand. -### 3.4.7 Single runway 12L arrival taxi procedure +Traffic going to the south side of the aerodrome (south of runway 08R/26L) will taxi via N H E1, D1. -### 3.4.8 Single runway 12R arrival taxi procedure +### 3.4.2 Stand allocation procedure +Aircraft shall be assigned stands automatically using the Ground Radar Plugin (GRplugin) system wherever possible. Muscat does not feature operator depended stands. So all passenger operators will get a random stand at the terminal assigned. -### 3.4.9 Stand allocation procedure -| Area | Stand Allocation | Operator | -|:----------------:|:-----------------------------:|:-----------------------------------------------------------------------------------------------------------------:| -| | | | -| | | | -| | | | -| | | | -| | | | -| | | | -| | | | -| | | | -| | | | -| | | | -
-
Table 3-1: Stand allocation procedure
-
+For cargo operators, there is a dedicated cargo apron on the east side of the airport at taxiway H. The south side of the airport is used by GA, VIP and military aircraft but not by commercial passenger airlines. -### 3.4.10 Stand restrictions +### 3.4.3 Stand restrictions +TBD ## 3.5 Low visibility operations (LVO) -### 3.5.1 LVO taxi routes +As there are no active runway crossings necessary, there are no specific operational requirements during low visibility conditions. If the RVR falls below 550m, take-offs are not allowed. ## 3.6 Designated areas of responsibility -### 3.6.1 GMC positions - -### 3.6.2 Handoff procedures +Muscat has recently introduced a second ground position, meaning ground can be split into two positions if necessary: Ground North (GMC North) and South (GMC South). +These positions are split in a horizontal line between the north-civil apron. For example, stands 1xx, 2xx and 3xx and their adjacent taxiways are controlled by GMC North and stands 4xx, 5xx and 6xx and their adjacent taxiways are controlled by GMC South. -### 3.6.3 Splitting procedure +When both GMC North and GMC South are online, departing aircraft taxiing from the south side of the aerodrome via R shall be instructed by GMC South to taxi via R to hold short at R2, before being transferred to GMC North. +Similarly, arriving traffic taxiing from the north to the south side of the aerodrome shall be instructed to taxi via N to hold short at N1, before being transferred to GMC South. +These points signify the boundaries of the areas of responsibility for Muscat Ground. \ No newline at end of file diff --git a/docs/aerodrome/muscat/gmp.md b/docs/aerodrome/muscat/gmp.md index 191b7544..e76b0445 100644 --- a/docs/aerodrome/muscat/gmp.md +++ b/docs/aerodrome/muscat/gmp.md @@ -1,41 +1,58 @@ -# 2. Ground Movement Planner ("XXX Delivery") +# 2. Ground Movement Planner ("Muscat Delivery") ## 2.1 General provisions +Airway clearance delivery (CLD) is responsible for validation of routes and shall provide IFR clearance to departing aircraft. The controller shall assign the correct departure procedure depending on the runway configuration. +Where the flight plan contains an invalid route, level or procedure, CLD must ensure that the error is corrected before the aircraft is given its clearance.. +CLD is also responsible for minimising taxiway delays and congestion for departing aircraft. During time of increased departure activity, aircraft are held at the gate to save fuel and lessen taxiway congestion. +Muscat airport does not operate datalink clearance (DCL). -## 2.2 Departure clearance +## 2.2 Departure procedures +Muscat has many published instrument departures, including RNAV and conventional navigation SIDs. However, at the time of writing (January 2025), these are currently not in use due to aerodrome and airspace restructuring. Only two temporary SIDs are currently in use and therefore, only these shall be assigned. + +| Runway | SID | +|:------:|:-------:| +| 08L | MURMA1N | +| 26R | ITLAK1N | + +The initial climb is 3000ft in all cases. When a radar controller is online, aircraft will receive radar vectors enroute after MURMA or ITLAK respectively. Thus, it is wise to know that if aircraft are departing on UNICOM, they will be responsible for self-vectoring themselves to join their cleared airway. + +## 2.3 Departure clearance ### 2.2.1 General +CLD is responsible for issuing clearances for departing aircraft. Pilots may be expected to report the following information on first contact: +- Callsign; +- Aircraft type; +- Parking stand; +- Destination; +- Requested flight level; ### 2.2.2 Information contained in a departure clearance +An IFR clearance shall be in the following format: +- Callsign; +- Airway and Muscat FIR exit point; +- Departure procedure; +- Initially cleared altitude; +- Assigned SSR code -### 2.2.3 Datalink clearance (DCL) +!!! example + **Pilot**: "Muscat Delivery, OMA478, Boeing 777-300ER, information X, stand 215, request clearance to Dubai." -### 2.2.4 Aircraft requiring a reroute + **Controller**: "OMA478, Muscat Delivery, information X correct, cleared to Dubai via T508 SOLUD, ITLAK1N departure, maintain altitude 3000ft, squawk 2613." -### 2.2.5 Voice clearance + **Pilot**: "Cleared to Dubai via T508 SOLUD, ITLAK1N departure, maintain altitude 3000ft, squawk 2613, OMA478." + + **Controller**: "OMA478, readback correct, QNH 1016, report ready for pushback." -## 2.3 Departure Procedures -### 2.3.1 RNAV Standard instrument departures +## 2.4 Aircraft routing +An aircraft shall be issued a reroute by GMP if the pilot’s route doesn’t comply with standard route, compliant with Oman AIP. -| First Fix | 30L/30R | 12L/12R | -|:---------:|:-------:|:-------:| -| ANVIX | 7F | 5G | -| DAVMO | 4F | 4G | -| EMERU | 2F | 2G | -| IVURO | 1F | 1G | -| KUTLI | 4F | 4G | -| MIROT | 3F | 3G | -| NABIX | 3F | 3G | -| RIDAP | 2F | 3G | -| SENPA | 2F | 3G | -
-
Table 2-1: RNAV SIDs
-
+All aircraft must follow airway routes and fly on valid airways out of Omani airspace. The first waypoint of an aircraft's route out of Muscat must start at the Muscat VOR (MCT), followed by a valid airway route out of Omani airspace/to the flight's destination. -### 2.3.2 Omnidirectional departures +If an aircraft requires a reroute, they shall be informed of such as soon as they have connected to the network by private message or on frequency. The use of “.rte" and “.rtef" aliases are encouraged. + +The Arabian vACC Operations Department maintains an up-to-date route database on SimBrief. These routes can be accessed by selecting the "User Submitted Routes" option, highlighted in purple, when planning a flight. These routes also appear as "blue" routes, that are Eurocontrol IFPS compliant. -## 2.4 Rerouting aircraft !!! example - **Controller**: "RJA615, cleared to Amman, via SENPA1G, SENPA N571 ALPOB L768 ULADA, flight planned route. Maintain 4000ft, squawk 0553." + **Controller**: "FDB615, cleared to Dubai, via T508 SOLUD, P574, IMPED. ITLAK1N departure, maintain altitude 3000ft, squawk 2613, @@ -45,27 +62,74 @@ - + + + + + + - +
Tehran FIR NorthboundLanding Dubai TMA Airports (OMDB,DW,SJ)Max FL200MCT T508 SOLUD P574 IMPED
Landing OTHH, OTBD -DAVMO M318 GABKOMCT Q978 ITRAX P899 TOVOX
-
Table 2-2: Standard routes
+
Table 2-2: Mandatory routes
## 2.5 Requested cruising level ### 2.5.1 Level restrictions +Aircraft routes out of the aerodrome must comply with all routing and level restrictions as described in section 3.1 of Arabian MATS P1. This is based on direction and type of flight. +Should an aircraft file an invalid cruise level, GMP shall advise the aircraft of this when delivering the clearance. In all cases, the next lowest valid cruise level shall be assigned, and the aircraft advised. ## 2.6 Delay mitigation ### 2.6.1 Target off-block time (TOBT) +When A-CDM procedures are active, pilots must report their confirmed TOBT on vacdm.vatsim.me, which is then displayed in the controller's client on the departure list. A fully green time indicates a confirmed TOBT. If a pilot has not confirmed their TOBT, the controller should request it on frequency and update the departure list accordingly. + +The TOBT system allows aircraft to push back, taxi to the runway holding point, and depart on schedule without extended delays in the departure queue. If an aircraft reports ready for pushback before its assigned TOBT, it will be instructed to hold position and will be given its place in the pushback sequence, unless aerodrome conditions permit and a slot is available. If an aircraft is cleared for push and start but does not begin pushing within 2-5 minutes, the pushback clearance is canceled, and a new TOBT is assigned. + +!!! example + **Controller**: "OMA102, hold position. Number 3 for startup, expect pushback at time 45." ## 2.7 Runway change procedure +AIR shall provide ample notice to GMP before changing runway configuration. The last departure using the old configuration shall be coordinated between AIR, GMP, GMC and approach/departure. + +Aircraft that have already been cleared to depart using the old configuration shall be re-cleared if they have not already requested pushback. ## 2.8 VFR aircraft -### 2.8.1 VFR departures into uncontrolled airspace +### 2.8.1 VFR departures into uncontrolled airspace +VFR traffic shall be cleared via the most appropriate VFR route towards their destination. If +necessary, the clearance may be amended by TWR prior to departure. +All VFR departures shall be assigned a discrete SSR code so that they may be identified on the radar. + +!!! example + **Pilot**: ”Muscat Delivery, A4O-DD, C172, requet clearance to Sohar, Information Charlie” + + **Controller**: ”A4O-DD, Muscat Delivery, Cleared to Sohar on the Northwest departure, altitude 1500 feet VFR, squawk 7025.” + + **Pilot**: “Cleared to Sohar on the Northwest departure, altitude 1500 feet VFR, squawk 7025, A-DD.” + + **Controller**: ”A-DD [Readback] Correct. Information Charlie correct, report ready for start-up.” + ### 2.8.2 VFR departures into controlled airspace +VFR aircraft requesting clearance to climb into approach airspace (above 5500ft) shall only be +cleared after prior coordination with TMA control. Otherwise, they shall be instructed to remain +outside controlled airspace after leaving the control zone. +All VFR departures shall be assigned a discrete SSR code so that they may be identified on the radar. + +!!! example + **Pilot**: ”Muscat Delivery, A4O-DD, request departure to the south on track Salalah, altitude 10,000 feet.” + + **Controller**: ”A4O-DD, Muscat Delivery, Cleared on track Salalah, altitude 10,000 feet VFR, squawk 7025.” + + **Pilot**: “Cleared on track Salalah, altitude 10,000 feet VFR, squawk 7025, A-DD.” + + **Controller**: ”A-DD [Readback] Correct. Information Sierra correct, report ready for start-up.” + + + + + + -### 2.8.3 VFR traffic remaining in circuit \ No newline at end of file diff --git a/docs/foundations/controller software/vatis.md b/docs/foundations/controller software/vatis.md index e6bcc3a6..9c4a7c41 100644 --- a/docs/foundations/controller software/vatis.md +++ b/docs/foundations/controller software/vatis.md @@ -58,6 +58,9 @@ vATIS is a software tool that enables controllers to create and broadcast multip - **/D** = Departure ATIS. - **/A** = Arrival ATIS. - **ICAO code only** = Combined ATIS. + +!!! warning + When running dual ATIS connections (i.e. separate departures and arrivals ATISes), ensure that the two ATIS letters are different and not the same! E.g. departing ATIS could be D, arriving ATIS could be P. This is to verify the pilot receives the correct ATIS letter.
![vATIS: Available Aerdromes](img/vatis_aerodromes.png)