Oman Air will return to Singapore after a nine-year absence from July 2026, operating non-stop flights to Muscat four times weekly using Boeing 737-8 MAX aircraft, a link that’s been missing from Changi’s departure board since the airline withdrew from the route in May 2017.
The carrier, which became Oneworld’s 15th and newest member in June 2025, will operate these flights lasting up to 8 hours 30 minutes as Singapore’s longest scheduled narrow-body services, and while summer timings clock in at a shorter 7 hours 50 minutes that’s still a significant time on a smaller aircraft.
Oman Air’s previous Singapore service
Oman Air first launched daily Singapore – Muscat flights in March 2015 using the Airbus A330, routing via Kuala Lumpur with “fifth freedom” traffic rights between the two Southeast Asian cities.
The airline initially operated Muscat – Singapore – Kuala Lumpur – Singapore – Muscat, but changed to a Muscat – Kuala Lumpur – Singapore – Kuala Lumpur – Muscat pattern just three months later, forcing Singapore passengers to make an extra stop when travelling to the Middle East or Europe.
The Singapore extension of the route then dwindled to three times weekly, before ending entirely in May 2017.
The schedule
Here’s how Oman Air’s new schedule on the Singapore route looks from 2nd July 2026 until the end of the northern summer season in late October 2026.
Oman Air
Singapore ⇄ Muscat
2nd July 2026 – 24th October 2026
| Days | |||||||||
| M | T | W | T | F | S | S | |||
 |
WY852 737-8 MAX |
||||||||
| SIN 20:50 |
MCT 00:10* |
||||||||
| Duration: 07:20 | |||||||||
|
WY851 737-8 MAX |
||||||||
| MCT 08:00 |
SIN 19:50 |
||||||||
| Duration: 07:50 | |||||||||
* Next day
A late evening service departs for the Omani capital shortly before 9pm on Thursdays, Fridays, Saturdays and Sundays, landing shortly after midnight the following day.
In the return direction, daytime service goes wheels-up from Muscat at 8am arriving into Singapore before 8pm local time the same evening.
Some minor schedule timings apply for the northern winter 2026 / 27 season, with the same operating days, as shown below.
Oman Air
Singapore ⇄ Muscat
25th October 2026 – 27th March 2027
| Days | |||||||||
| M | T | W | T | F | S | S | |||
|
WY852 737-8 MAX |
||||||||
| SIN 21:30 |
MCT 00:30* |
||||||||
| Duration: 07:00 | |||||||||
|
WY851 737-8 MAX |
||||||||
| MCT 08:00 |
SIN 20:30 |
||||||||
| Duration: 08:30 | |||||||||
* Next day
Flights are timed in both directions to meet connections to and from Oman Air’s London Heathrow services, but those wishing to transit to other European cities like Frankfurt, Paris and Zurich will face a longer 12-hour connection on the outbound journey.
“We’re excited to launch this new route, which enhances our growing network and strengthens the connection between Oman and Singapore.
Con Korfiatis, CEO, Oman Air
“With demand growing for distinctive destinations and high-quality travel experiences, this service expands choice for both leisure and business travellers.
“It also reinforces Muscat’s role as an important hub between East and West, enabling efficient connectivity between Asia-Pacific markets and Europe, complemented by our Oneworld partners.”
Oman Air will operate from Terminal 1 at Singapore Changi Airport, alongside most other Oneworld carriers.
Update 17th December 2025: These flights were originally labelled as Terminal 1 operations at Singapore when they were first loaded into GDS on 16th December 2025, but the operating terminal information has now been removed. Changi Airport confirmed to Mainly Miles that Gulf Air’s operating terminal has not yet been confirmed.
Business Class passengers and Oneworld or Sindbad frequent flyer members with relevant status can access the Qantas, Qatar Airways and British Airways lounges at Changi prior to departure.
(Photo: MainlyMiles)
Oman itself is under-rated – our favourite country in the Middle East – so don’t discount this as a stopover or a destination in itself.
(Photo: MainlyMiles)
Oman Air’s 737 MAX
Oman Air will use its Boeing 737 MAX on Singapore flights, configured in a two-class layout with 12 Business Class and 150 Economy Class seats.
These feature the Collins Aerospace AirRest model in Business Class, a ‘shell’ cradle-seat design in a 2-2 layout, meaning only half the seats benefit from direct aisle access.
(Photo: Points Miles and Bling)
Although these seats don’t go fully flat and are therefore more suited to shorter daytime flights, thankfully there is a decent-sized privacy divider between them, in case you are seated alongside a stranger.
Seat width is 20 inches with a row pitch of 46.6 inches, and each seat is equipped with a 17-inch HD touchscreen in-flight entertainment system, but do also note that there is no Wi-Fi – a surprising omission for a relatively new aircraft capable of such long flights.
Oman Air’s Boeing 787
If you’re continuing your journey on Oman Air from Muscat, you might have the airline’s Boeing 787 for your onward sector, and these aircraft feature the excellent (and relatively rare) Apex Suite in Business Class, one of the largest seats on the market in this cabin.
It’s also found on Gulf Air and Japan Airlines, and in Oman Air’s fit at least – Wi-Fi is included.
On paper, with a 2-2-2 layout, it seems strange that the design wins such praise, but the key to this one is a clever ‘staggered’ arrangement at the window seats.
(Image: aeroLOPA)
This allows direct aisle access for the window passenger (and no one climbing over the aisle passenger at the window pairs), the primary drawback for older 2-2-2 configurations.
(Photo: MainlyMiles)
We had the opportunity to review this product on Oman Air back in 2019 on a flight from Muscat to Jakarta.
I still recall the Arabic Mezze starter I enjoyed for lunch on this flight – one of the best I’ve had in the air.
(Photo: MainlyMiles)
Award redemptions
Most of our readers don’t hold Oman Air’s Sindbad miles, but you can redeem awards with the carrier using Avios points held in British Airways, Qatar Airways or Finnair accounts.
British Airways Avios offers the best pricing, even following its recent 10% devaluation. Here’s how the pricing from Singapore looks.
The downside here is that the longer initial flight to Muscat from Singapore compared to Bangkok or Phuket falls into the higher redemption band, so the total redemption cost is less attractive.
As you may be aware, when redeeming BA Avios for multi-sector itineraries there is no ‘zone-based’ award chart to take advantage of. Instead, you simply pay the sum of the Avios required for each sector in turn, based on distance.
| Oman Air Avios Award Pricing |
||
| Example Route (via Muscat) |
Economy | Business |
| Singapore Muscat |
23,000 | 68,500 |
| Singapore Dubai |
23,000 + 6,500 29,500 |
68,500 + 14,000 82,500 |
| Singapore Cairo |
23,000 + 12,500 35,500 |
68,500 + 24,500 93,000 |
| Singapore Rome / Istanbul |
23,000 + 14,500 37,500 |
68,500 + 43,000 111,500 |
| Singapore London / Paris |
23,000 + 23,000 46,000 |
68,500 + 68,500 137,000 |
BA does add Oman Air’s fuel and carrier-imposed surcharges (YQ and YR) on award tickets, which are charged sector-by-sector and at a higher rate for Business Class than for Economy Class.
Here are some examples of the taxes and fees payable in addition to your Avios points for Oman Air redemptions:
- Singapore to Muscat: S$117 in Economy / S$151 in Business
- Singapore to Rome (via Muscat): S$177 in Economy / S$231 in Business
Better award pricing from both Bangkok and Phuket on Oman Air sees rates for the first sector drop to 14,500 Avios in Economy or 43,000 Avios in Business Class, which makes awards like Rome only 29,000 Avios in Economy or 86,000 Avios in Business respectively, far more palatable rates.
Will Oman Air’s Sindbad programme adopt Avios points?
Oman Air appears to be strongly considering a major overhaul of its Sindbad frequent flyer programme, with Chief Commercial Officer Mike Rutter hinting at a new loyalty currency that “will have wider use than the currency within the current system”.
This suggests the airline may adopt a third-party currency to replace its existing Sindbad miles, with Avios being the most likely candidate given its deep integration within the Oneworld alliance. Rhys at Head for Points recently reported on this possible development, and his analysis suggests this would be a logical strategic move for the airline.
This would mirror Qatar Airways’ transition from Qmiles to Avios, which has arguably helped transform Privilege Club into a truly global frequent flyer programme.
For Oman Air, adopting Avios would provide instant access to an established network of airline and hotel partners, addressing the airline’s challenge of limited reach as a relatively small carrier with just over 30 aircraft. Watch this space.
Summary
Oman Air’s return to Singapore is a welcome addition to Changi’s Middle Eastern network, but the 737 MAX cabin won’t match the comfort of widebody alternatives on this eight-hour sector.
The four-weekly frequency is also challenging for Business travellers, but Oman Air’s new Oneworld membership at least provides an additional Avios redemption option, and makes this a viable option for those wanting to explore Oman itself.
Those connecting further to selected European destinations may also benefit from Oman Air’s more impressive Boeing 787 product, making the narrow-body hop from Singapore a little more palatable as part of a longer journey.
Hopefully the route can be successful and see increased frequencies with wide-body comfort in the years to come.
(Cover Photo: Markus Mainka / Shutterstock)
Looks like they’re optimizing for connections to/from Australia on QF rather than targeting transit passengers to Europe.
I’m surprised they’ve opted for a narrow body product without flat beds on a flight of this length, particularly given how competitive and premium heavy SIN is. One can hope they will upgauge to the 787 before the subpar product causes reputational damage.