Copy of caan book2011.FH10

On this occasion of the thirteenth anniversary of Civil Aviation Authorityof Nepal, I would like to extend my heartfelt felicitations for itstremendous contribution in the tourism and economy of Nepal. CAANhas culminated to excellence in its regularity and service as well asits forthright role in augmenting nation's pride.

The tireless effort put forth by CAAN in the context of Nepal TourismYear 2011 stands very high among the participating sectors. The steps CAAN has takenas efforts for bringing in more tourists by improving the infrastructures and facilitiestogether with getting connected with many of the airlines in the world are reallycommendable. The plans and activities CAAN has adopted for the Visit Lumbini Year2012 are certain to lead the nation to developmental leap in the field of tourism. I amsure Gautam Buddha Airport as a regional International Airport will serve to make theHoly Birth place of the Buddha an International destination.

Today, aviation is a symbol of Nepal�s spirit of adventure, progress and success. Thelives of almost everyone in our country are touched by the aviation industry in oneway or another. Keeping in mind that growth in today�s world is directly proportionalto development of aviation infrastructure in any country, Region or State, the Governmentis determined to help CAAN in managing and developing the airport facilities to moreadvancement so as to ensure growth in the Nepalese aviation sector.

I hope CAAN will manage TIA and all other airports of Nepal with global competitivenessand connect Nepal with the global aviation network.

Dr. Baburam BhattaraiPrime Minister

KATHMANDUNEPAL

On its thirteenth anniversary, I would like to congratulate Civil Aviation Authority of Nepal(CAAN) for continual service to the people of Nepal where access to all parts is still agrave topographical challenge. In this context, CAAN is the authority to have set a markin narrowing the abysmal gap between the remote places and urban areas of Nepal. Doingthis CAAN has not only contributed to assuage the plains of the people in remote areasbut also paved the way for connecting the diverse cultural and ethnic hearts into a singlebond of integrity. This adhesive quality demonstrated by CAAN has played part in theworld forum too. Moreover, CAAN bags the credit for tangible efforts and uplifting the levelof safety during Nepal Tourism year, 2011. CAAN has also proactively started its rigorousactivities to ensure that Visit Lumbini Year, 2012 become an epitome of success.

The Government of Nepal (GON) is stepping ahead prioritizing the aviation industrykeeping in view its necessity and the global trend of its rapid expansion. In this regard,the GON stays firm in focusing on the development and management of areas such asflight safety, security, sustainable development of air transport and technologicaladvancement. On behalf of the Ministry, I would like to suggest CAAN to be prepared forevery minute change in the aviation market and developing facilities ahead of demand.

The backbone of Nepalese tourism, CAAN remains indispensable for serving the peopleas well as the country as a whole. I wish CAAN to prosper high in future and be theforemost in providing service to the people and the country.

Lokendra Bist Magar

Message

Ref.No.

Government of Nepal

MinisterMinistry of Tourism & Civil AviationSinghadurbar, Kathmandu, Nepal

Tel : 977-1-4211879 (Off.)Fax : 977-1-4211992

E-mail: [email protected]: tourism.gov.np

It is a matter of an immense pleasure to learn that Civil Aviation Authority ofNepal (CAAN) is observing its thirteenth anniversary and as a part of variousactivities, it is publishing a special Souvenir magazine.

The importance of Civil aviation can be realized not only in intergrating thenation but also in promoting tourism which is one of the income generatingsectors in a naturally rich and beautiful country like Nepal. I firmly believe thatCAAN is also endowed with the responsibility of incorporating the aspirationsof people which emanated from the recent historical changes in Nepal. Sincethe world aviation is leaping forward in a lighting speed, CAAN has to intensifyits pace of technological advancement by taking proactive measures.

It is gratifying to see that CAAN is geared towards doing its best for the successof Visit Lumbini Year 2012. We believe the celebration of anniversary is alsoan opportunity for CAAN to reflect upon its past performance and seek for anypossibility of improvement for adopting a better course of action to addressand accommodate the expectations of diverse range of its stakeholders. Weare well set to help in managing and developing the airport facilities to ensureworld-class services to all with a firm belief that this will contribute to promotetourism in Nepal. Finally, I wish CAAN to be more progressive, productive andresponsive to the growth, associated challenges of international civil aviationand in ackbowledging its role in the changed context.

Dilip MaharjanMinister of State for Tourism and Civil Aviation

Message

On this auspicious occasion, I would like to extend my heartfelt congratulations Civil AviationAuthority of Nepal (CAAN) for serving the country in the aviatiion sector for thirteen years.We all know that international civil aviation nowadays is a very competitive businss. Apartfrom fierce competition, it has to cope with unstable oil prices, security measures as wellas environmental concerns. Against all odds, CAAN has managed to make progress inglobal aviation market. As Nepal is one of the contracting nations of ICAO, I would like tosuggest CAAN to implement the "going global" strategy for its secured future. CAAN shouldbe more strategic, efficient and effective in working with all the stakeholders in order tobuild global air transportation system that is not only safer but more secure and environmentallysustainable.

I also appreciate the remarkable efforts made by CAAN during Nepal Tourism Year 2011.The infrastructural and functional development made and services provided by it standsvery high among all the other participating sectors. Now Visit Lumbini Year 2012 standsas a program which CAAN seems to have given topmost priority as evident by the fact thatworks such as land acquisition, passengr facliity development, expansion of airportinfrastructure and facilities are in progess.

As ever, CAAN has been a pace setter in regulating and promoting safe and reliable airservices in various parts of the country including remote and inaccessbile areas. TheGovernment will always remain with CAAN for all of its good efforts to uplift the socioeconomic status of the country and will remain ever ready in all of the works which willstrengthen CAAN further.

Ganesh Raj Joshi, PhDSecretary

Message

Ref.No.

Government of Nepal

www.tourism.gov.npE-mail: [email protected]

Minister: 4211879, 4211607Fax: 4211992

Secretary: 4211870Fax No.: 42211758 (Administration)

T.I.D., Bhrikutimandap: 4247036Fax: 4229281

Exchange No.: 4211596, 4211825, 4211711,4211864,4211847,4211909,

4211685, 4211785

Singhdurbar,

Kathmandu, Nepal

I am very pleased to learn that the Civil Aviation Authority of Nepal is observingits thirteenth annviersary on 31st December 2011

On behalf of the ICAO Regional Office, Bangkok, please accept ourcongratulations. I certainly look forward to CAAN's continued support and commitmenttowards strengthening international aviation security and safety standards to cherishobjectives of a safe, secure and sustainable civil aviation.

Pease accept my best wishes and assurance of our cooperation at all times.

Yours sincerely,

Mokhtar A. AwanRegional Director

Message

Commitment

On the occasion of the 13th Anniversary of Civil Aviation Authority of Nepal(CAAN), it is indeed my pleasure and privilege to extend our sincere felicitationsto all stakeholders representing the organization and industry.

It is our realizations that if tourism, which is a significant source of foreignexchange and revenue in Nepal, is a mega structure, civil aviation and airtransport are a factor toward supporting tourism. In this context, theinfrastructure development at Gautam Buddha Airport will facilitate the

transformation to Regional International Airport. Similarly works are going on for the improvementand expansion of airport and tourism related facilities to accommodate the growing requirements.

Many changes, new trends and forces are shaping civil aviation developments worldwide. Onthis occasion, I like to appreciate ICAO for its fore-future thought to aviation development.Embarkation on TRAINAIR Plus Programme to standardize professional training for qualityassurance; addressing next generation aviation professionals to cope with predictable hugeshortage of manpower; expansion of areas of cooperation for developing countries throughfellowships; initiation and adoption of mechanism for facilitating technology transfer in thearea of air navigation; initiation of aerodrome certification; introduction of a continuousmonitoring process for global safety assurance; introduction of language proficiency requirements,etc are some of the key deliverables ICAO has created in recent times, which I believe wouldhave far-reaching positive impact on Nepalese air transport. We are aware of the simultaneousemergence of challenges and are committed to overcome them through our own regulatoryperformance, as well as interaction and dialogues with the Government, States, internationalorganizations, professional organizations, donor agencies, operators, etc.

In the assurance of the highest level of safety and security, CAAN has been putting best effortsto escalate in technology and facilities at TIA. It is going to adopt full-automation in the nearfuture. Moreover, it is on the verge of going twenty-four hours operational for whichinfrastructural development is in progress. CAAN remains firm in making no compromises forensuring the compliance of the applicable international standards and recommended practices.I believe the Special Souvenir published on our behalf offers a wealth of information andimpressions with noticeable fervor on multifarious developments taking place in our sub-sector.The writers deserve our heartfelt thanks, indeed.

In the end, personally and on behalf of CAAN, I like to request all the stakeholders to cooperateand assist us in every way possible to help us become more instrumental in our future actionsand enhancement of safety, security, efficiency and sustainability of civil aviation.

Ram Prasad NeupaneDirector General

From the Chief Editor's Desk

ChiefEditor's

pen

?

.............................................Deepak BaralChief Editor

CAAN Souvenir 2011

ü Yet again we are celebrating 31st December and today it is for the thirteenth time as an authority. We celebrate CAAN�s anniversary withall the regular activities such as sports, blood donation, recognizing bestemployee, publication of a souvenir and many more. As we all know, celebrating this special event with all the same programmes every yearis gradually losing enthusiasm. Now time has come to celebrate anniversaries with innovative ideas and activities which contribute for increasing productivity and effectiveness in the work of the individuals

as well as the organization as a whole. Anniversaries should be observed with assessmentof achievements and failures without any prejudice. This will definitely lead the organizationto a greater height.

ü Since past thirteen years CAAN, as a self reliant organization, has been able to build,upgrade and expand airports in every parts of the country ensuring the accessibility rightsof the citizens. Similarly, CAAN has made significant contribution in the national economyby promoting tourism through its service.

ü Nepal observed Nepal Tourism Year 2011 and today is the last day of this national campaign.The success or failure of the campaign will be evaluated in the coming days but we arevery sure that the role of CAAN during this programme was undoubtedly paramount andstrategic. And we are equally confident that we will be able to play a crucial role in makingVisit Lumbini Year 2012 a successful campaign.

ü Though information technology has been widely used in international civil aviation, theuse of it in CAAN is minimal. Whether in airport operation or air navigation services, theuse of modern IT virtually doesn�t exist and is still not in priority list either.

Here it is to be noted that the domestic air operators have used it widely in ticketing serviceand in their internal management whereas being their regulatory body we are lagging farbehind in this arena. To be competitive in the fierce competition and stand firmly in theglobal civil aviation industry, the use of modern technologies is necessary. Realizing thisvery fact, the efforts put by some diligent women staff of CAAN is praiseworthy. And it istime for us to encourage and salute them.

ü I would like to thank all of the article contributors for sharing their valuable ideas. I wouldalso like to express my sincere gratitude to all concerned who have helped for making thispublication successful.

ü Wish you all the happy and prosperous New Year 2012!!!

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCanCaanCaanCaanCaanCaanCaanCaanCaanaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanC

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCa

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaan

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCa

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanC

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaan

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCa

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanC

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCa

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaan

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaan

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaa

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCa

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanC

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaa

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaan

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaa

nCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCa

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaan

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCa

CaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanC

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaan

a C nCaanCaanCaanCaanCaanCaanC

CaanCaanC CaanCa

anCaanCaanCaanCaanCaanCaanCaanCaanC

nCaanCaanCaanCaanC CaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCaan

anCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanCaanC

aanCaanCaanCaanCaanCaanCaanCaanCaanCaa

C A A N S o u v e n i r 2 0 1 1 T h i r t e e n t h A n n i v e r s a r y i s s u e

The opinions and views manifested in the articles are those of the writers. CAAN is not responsible for anynegative consequence from the ideas so expressed.

- Editors

PatronRam Prasad Neupane

Director General

Co-ordinatorDharmendra Pandey

Deputy Director

Chief EditorDeepak Baral

Deputy Director

EditorsChandra Kanta Pandit

Ritcha SharmaSunil Mool

Nakul Thapa

PublisherCivil Aviation Authority of Nepal

Babarmahal, KathmanduTel. : 977-1-4262387

E-mail: [email protected]: www.caanepal.org.np

Printed At:Simon Printers & TradersAnamnagar, Kathmandu

Ph.: 01-4102558

l Messagesl Editorial - CAAN Souvenir

l Air Transport in Nepal: Vision, Changes and Challenges 01Ram Prasad Neupane

l Aviation Diplomacy in the context of Nepal 07TR Manandhar

l Safety Initiatives by ICAO: Some innovative Forum 10Er Ratish Chandra Lal Suman

l The Challenge of accomplish safety enhancement 20Mohan Adhikari

l Accident causation model by professor James Reason... 24Sanjiv Gautam

l Surveillance System of TIA: A Roadmap for Improvement 29Mahendra Singh Rawal

l Visitor's Deck at TIA 40Ramesh Man Joshi

l Airspace and Air Route Planning for Gautam Buddha... 43Mahesh Kumar Basnet

l Aviation and Climate Change 47Sudhir Kumar Chaudhary

l Going Green the Aviation Way Adoptation to... 52Birendra Singh

l Public Private Partnership Model of Airport Privatization 56Shaligram Poudyal

l Aviation Organizations require information Flow as... 62Shishil Chitrakar

l Implementation of RNP AR at TIA 67Suwarn Raj Upadhyay

l The issue of Regulation and Deregulation of the... 74Narayan Prasad Giri

l Fifth Generation CRM Threat and Error Management 82Govinda Poudel

l TIA is not yet congested!! 88Sachit Bhakta Pokharel

l SLOT Management in TIA 92Raj Bahadur Maharjan

l Nepal's Path to Tourism Development 97Sunil Sharma

l Development of New CNS/ATM Concepts and ... 102Birendra Joshi

l Challenges of Aviation Security 108Nabin Prasad Acharya

l Circadian Effect to Controllers 112Murari Prasad Paudel

l Importance of HRM for an Organization 115Manju Paudyal

l Need of effective Coordination for air safety as well as ... 118Ritcha Sharma

l UNIDROIT Research - A sweet Memory 121Buddhi Sagar Lamichhane

l Women in one of the world's most challenging jobs 126Suneeta Shiwakoti "Bhardwaj"

l Rescue Operation in Aviation Fire 130Narayan Bahadur Rawat

l Budgetary Control System: CAAN Perspective 134Chandrakant Pandit

l Sustainability of Air Transportation in the... 139Bibek Adhikari

l ko{6g ljsf;sf nflu ;'wf/sf] vf]hL 141uh]Gb| a'9fyf]sL

l k|flws/0fdf hgzlQm Joj:yfkg 146;'lgn d"n

l 'Dreams coming true' Our long awaited event... 153Pratap Babu Tiwari

ContentsContents

CAAN SOUVENIR 2011CAAN SOUVENIR 2011

13th Anniversary Publication

Civil Aviation Authority of NepalCAAN Souvenir 2011 1

Background

There are many broad influences that shape the airtransport sub-sector of Nepal. In the wake ofdeclaration of global principles made by the fifthworldwide air transport Conference convened at ICAOMontreal in 2003, Nepal reintroduced acomprehensive Civil Aviation Policy in 2006, whichhas contributed to creating a conducive and healthycompetitive environment under liberalized regime,and encouraging private sector investment in airtransport and manage growth, change and emergingenvironment in the country. Given the size andcomplexity of air transport industry, currently, 16airlines (10 fixed wing and 6 rotor wing) are providingair services and 13 are running aviation sports. Theaircraft fleet (31 fixed wing and 11 helicopters)comprises of 18 different types ranging from STOL toJet Aircraft. In the domestic sector, there has been amanifold increase in air traffic, aircraft and cargomovement. It is fairly obvious that civil aviation andair transport activities have been influential in makingNepal Tourism Year 2011 a success, and with the samespirit of cooperation and support, the Civil AviationAuthority of Nepal (CAAN) will remain committed tocontribute to the State�s another importantdeclaration - Visit Lumbini Year 2012 -- that cherishesto attract significant number of tourists to Nepal.

A cursory glance at the growth and expansion oftravel trade and tourism over two decades ofliberalization impact, Asia-Pacific region at regional

Air Transport in Nepal: Vision, Changes and Challenges

Ram Prasad Neupane


Civil Aviation Authority of NepalCAAN Souvenir 20112

level and South Asia particularly remains themost promising space for us. In order toharness this expansive opportunity, thetourist friendly Tourism Policy and healthyair transport growth oriented Civil AviationPolicy could be further reviewed in light ofnew developments taking place in the areasof investment, international air routeutilization, flexibility in air seats, air transportdevelopment and delivery. CAAN intends tore-strengthen Hub and Spoke system throughtrunk-route airports. To explore air servicesin the eastern and western sector,operational bases need to be rationalized.There is no denying that the country-wide airtransport service expansion is attainablethrough cooperation of stakeholders andindustry sector. It is expected thatsustainable, dynamic regulatory instrumentsand physical facilities of the state-of-arttechnology complemented by productivehuman resources will reorder CAAN tobecome a model institution and backboneof Nepalese economy.

Current initiatives

Technological and operational improvementand development is an essential factor forair transport development. In this context,a team of ICAO ATM/CNS specialist conducteda study of the ATS Surveillance and TribhuvanInternational Airport Approach and LandingSystems. The study report, due to conclusion,recommends CAAN to put in place MSSRMode S, along with the replacement ofexisting terminal ASR/SSR. Towards ATM

modernization, surveillance data processingsystem (SDPS) incorporating ADSB andmultilateration (WAM/LAM) systemsintegration has also been recommended.Likewise on navigation, to facilitate safe andaccurate approach over the uneven highterrain, a Satellite based augmentationsystem - ground based augmentationsystem/satellite based augmentation system(GBAS/SBAS) as a substitute to ILS has alsobeen proposed. Simultaneously, recognizingthe need of the hour, CAAN is geared toimplement RNP AR under Performance BasedNavigation (PBN) system designed by AirbusSister Company Quovadis to facilitateapproach at TIA. Implementation of easternremote control air ground communicationsystem (RCAG) has been planned to enhanceVHF coverage towards the eastern sector ofNepal. Similarly, ATS message handlingsystem (AMHS) is in the process ofimplementation. On the other hand, underADB loan assistance, we are in process ofinstallation and improvement on theCNS/ATM system, which include VoiceCommunication Control System (VCCS), VHFCommunication, Met Equipment, New ATCConsol, and ATC Automation System. It isanticipated that with these transformations,safety would be promisingly enhanced andTIA would be more capable and efficient tocontribute to safe flight operations,facilitating flexible use of operational hoursby the domestic and international flights.

CAA Nepal as a regulator is planning toimplement state safety programme (SSP)



which is in process of approval bythe appropriate authority, and SMSfor service providers, operators andsuch training organizations as aredirectly associated with operationsis being implemented. As per theI C A O U S O A P a u d i tfindings/recommendations, we haveto revise the primary aviationlegislation and specific operatingregulations incorporating theprovision of Chicago Conventionrelated SARPs and Protocols. TheOrganization Structure of CAAN isin the process of initial internalrevision as a f irst step andsubsequently is going to bethoroughly reviewed under ADBassistance. The main objective of thethree year capacity developmentplan, prepared under ADB's projectpreparatory technical assistance,a i m e d t o a d d r e s s C A A N ' sdef iciencies in the operation,staffing, and to enhance CAAN'scapability to efficiently administer,manage, operate, maintain andexpand civil aviation infrastructureand services in Nepal. The five majorcomponents of the capacitydevelopment plan are 1. Legal -review, revise and proposeamendments to current legislationgoverning regulation and operationof civil aviation. 2. Planning - preparea national plan and road map for civilaviation development of Nepal,

prepare workable corporate business plan, reviewthe opportunities for both enhancing the existinglevel of private sector participation and expandingprivate sector participation within CAAN, enhancenon-aeronautical revenue generating activities andidentify additional commercial opportunities. 3.Restructuring - focusing on regulation and serviceprovision function. 4. Human resources development,5. Computerization, 6. Management informationsystem including financial management system. CivilAviation Academy of Nepal is going to be a memberin the ICAO TRAINAIR Plus Programme. Thecertification by ICAO will take place in foreseeablefuture. The TRAINAIR PLUS programme goal is toimprove the safety and efficiency of air transportthrough the establishment, maintenance andmonitoring of high standards of training andcompetency of aviation personnel on a world-widebasis and in a cost-effective manner.

Infrastructure development

CAAN is committed to strengthen its role in farreaching connectivity and accessibility. Civil aviationin fact serves as a major vehicle for economicdevelopment, poverty alleviation, social inclusion,global connection and linkages and promotion ofglobal understanding. Some of the important airportinfrastructure development works are beingundertaken with priority.Under ADB Loan assistance, the air transport capacityenhancement project includes the following works -

Component - A : Airside Infrastructure at TIA:· Land preparation for parallel taxiway, international

apron, hangar areas for Nepal Airlines, Domestic



Airlines and Nepal Army;· 300m extension of runway;· Pavement works of runway, taxiways and

apron;· Drainage works for runway strip, taxiway

strip and apron area;· Installation of power supply system and

aeronautical lighting system,· Installation of water supply system,

sewage treatment plant and solid wastedisposal system; and

· Provision of Foam Tender.

Component - B : Landside Terminal atTIA will include :· Reconfiguration and refurbishment of

existing international terminal building;and

· Construction of new domestic terminalbuilding

Component - C : Works at Simikot andRara Airports will include :· Construction of terminal building with

tower at both airports,· Pavement of runway and apron, and

drainage works at Rara airport· Installation of ATC communication and

meteorological equipment· Provision of snow plough.

Similarly, another project named GautamBuddha Airport Upgrading Component(GUAC) under the South Asia TourismInfrastructure Development Project (STIDP)- Nepal portion, under ADB loan and grant

assistance include the following works -

Airside Infrastructure· Construction of a new runway, exit taxiway

with flexible pavements,· Construction of a new international aircraft

parking apron with rigid pavements,· Rehabilitation of the existing runway for

conversion to parallel taxiway with flexiblepavements,

· Water supply, Sewerage and Storm waterdrainage improvements,

· Diversion of Ghaghara Khola along airportboundary,

· Construction of periphery road andsecurity chain link fencing,

· Construction of other utility roads andAirport access road, CFR access road, FuelFarm access road and Custom and Cargoaccess road systems.

Landside Infrastructures· Refurbishment and expansion of existing

terminal building as a domestic terminalbuilding,

· Construction of new international terminalbuilding,

· Construction of new controltower/operation building, customs andcargo building and crash fire building,

· Ancillary buildings as power house, guardhouse, security posts and maintenancebuilding etc.

ChallengesChallenges facing civil aviation and air



and utilization of infrastructure abruptly changingweather and climate conditions have led to seriousproblems on flight delays with spillover effectsdomestically and internationally.

The challenges in general are:· Qualitative improvement and upgradation of

airports· Re-strengthening of safety and security oversight

capability· Adoption of modern technologies and equipment· Diversification of income including non aeronautical

revenue· Human Resource Development focusing on

production of professional manpower· Retention of qualified inspectors and plan for

recruitment and replacement addressing theproblem of growing retirements in vital areas

· Maintenance of equipment by airlines· Effective implementation of SMS· Carrying out safety oversight functions in objective

and systemic manner,· Maintenance of professionalism in aviation business· Adequacy and selectivity of remote-friendly aircraft

equipment· Development and adoption of domestic legislation

in tandem with the provision of internationalConventions, Protocols and SARPs

· Sustainability of industry as a whole.

In a country like Nepal with marginal maintenancefacilities and expertise, experience has indicated theneed for the continuation of the post-installationmaintenance back up support from the externalagencies till CAAN is self reliant in its own capacity.CAAN fully supports towards meeting appropriatetechnological requirements as put forth by States and

transport sub-sector are mainlyconstraint driven in relation to thecapacity. Being a mountainouscountry with unique topographicalsituation, the development of airtransport is not a choice from thepoint of view of economic analysts,but a social obligation. Precisely,the quality and adequacy of servicecovering both tourist and non-t o u r i s t s o c i a l s e c t o r a n dsustainability of industry are someof the notable challenges of airlines.On the part of CAAN, the rapidfulfillment of the expectation anddemand of the airlines, airport usersand traveling public in terms ofinfrastructure development, modernequipment and facility are the mainconcern. On domestic aviation, themost glaring challenge is to copewith problems associated with non-profitability of vast number ofairports. CAAN has been sparinghuge expenses on the construction,upgradation, operation andmanagement of these airports,which are located mostly in theremote and far-flung areas of thecountry.

T h e c o n t i n u e d i n c r e a s e i ncommercial air services has resultedin capacity constraints at airportsand in air space. It is an increasingchallenge to the growth of airtransport. The limited availability



organizations of the world. However, CAANhas realized that country-specific technicalassistance is more important to yield tangiblebenefits. In this regard, it will be appropriatefor ICAO to urge States with the necessaryexpertise to actively devote resources forresearch and development for specificallyaddressing unique safety concerns andlimitations in countries l ike Nepal.

Conclusion

Being a sole air navigation service providerCAAN has to take multifarious role andobligations involving construction,equipment fac i l i tat ion, operat ion,maintenance and management of airports.To enable CAAN increasingly proactive in itsendeavor and foster healthy growth of airtransport without compromising safety,cooperative efforts among policy planners,civil aviation authorities, airline operatorsand stakeholders at national, regional andglobal level is indispensable. It is high timeto review pertinent legislation, regulation,policies and practices in terms of the healthyand orderly growth of air transport.

In line with the spirit of international airtransport policy to increase globalaccessibility, optimize utilization of Nepaleseair space and maximize economic benefitsto the nation by promoting tourism andtrade, a flexible and liberal approach shouldbe continued to foster healthy and sustainedgrowth of air transport.

The focus of the future improvement plansand priorities are as follows:· Enhancement of safety and security,· Capacity enhancement of TIA

(infrastructure, equipment, facilities, 24hour operation etc.),

· Diversification of revenue sources - non-aeronautical revenue,

· Commercial utilization of land andbeautification of airport surroundingareas,

· Improvement and upgradation of regionalairports to facilitate regional internationaloperation,

· Initiation for construction of secondinternational airport and Pokhara regionalinternational airport,

· Enhance capacity of Civil AviationAcademy,

· Upgradation of STOL airports with priorityto commercially viable airports,

· Restructuring of Organization,· Implementation of RNP-AR· Implementation of Automatic Message

Handling System,· Upgradation of existing VOR/DME· Establishment of eastern sector Remote

Control Air-ground Communication(RCAG) System,

· Initiate action for the installation of newSSR at Bhattedanda,

· Identify appropriate site for relocation ofdomestic operation within Kathmanduvalley,

· Air route development (Himalaya - 2)

Director General, Civil Aviation Authority ofNepal



Background

Diplomacy is the art and practice of conductingnegotiations between representatives of groups orstates. It is the employment of tact to gain strategicadvantage or to find mutually acceptable solutionsto a common challenge, one set of tools being thephrasing of statement in a non-confrontational orpolite manner.Role of diplomacy may be very important when things cannot be accomplished by normal process. Recentlya need of an appropriate diplomacy in Nepaleseaviation field has been also genuinely felt. It is wellknown that Nepal is a small country in between Indiaand China. Significant growth of air transportationwith a steady increase in GDP in India and China is agreat prospect for Nepal. Nepal should be able toreap the benefit of the growth and prosperity of ourtwo giant neighbors. Aviation may be one of suchfields which can produce a very positive result in ourquest to transform our nation to a New Nepal.

Why Aviation Diplomacy

The Pokhara- Lucknow schedule flight as proposedby Buddha Air could not materialize in absence of acommercially viable air route for the return leg. Itmust be taken as an eye-opening-case by Nepal. Sofar we have only one entry point for internationalflights to Kathmandu that is via Simra or Romeoexcept in case of Lhasa and Paro flights. Nepal isinvesting substantial amount for Gautam BudhdaRegional International Airport. Besides, Pokhara

Aviation DiplomacyIn the context of Nepal

TR Manandhar



Regional International Airport is also in thepipeline. On top of that, another full- fledgedsecond international airport at Nijgadh is alsoa national priority project. In all of thesecases, cooperation from Indian side is verymuch essential. If we cannot communicateour requirement to the neighbors timely andconvince them properly, all the endeavorswe make for building up our nation will goin vain. So, it is very essential that first wesettle our actual requirements and then onlyput them forward through proper channelbefore we are too late.

Nepal can also expect a lot from China. Ithas been more than ten years since Nepalwas after Trans Himalaya Route and HimalayaRoutes for which China's cooperation is verymuch essential. In absence of a significantprogress regarding these routes since pastten years, Nepal decided to stick only onHimalaya 2 route condoning other routes.Taking into consideration her strategicimportance and having potential of bringingherself within the international air routenetwork, Nepal must continuously beinvolved in establishing Himalaya 2 route. Forthis also continuous lobbying and properdiplomacy is very much essential .

Forms of Diplomacy

Exchange of visitsIn course of communicating our requirementsto concerned authority and also in theprocess of confidence-building, exchange ofvisit may be one of the effective tools togetting things done. As a part of initiatingappropriate aviation diplomacy, Civil Aviation

Authority of Nepal is planning to invite highofficials of India and China. Besides, CAANhas also planned to invite some of the ATSofficials from India and China to Nepal whoare directly involved in day to day work.Moreover, this year we have planned to sendfew ATS Officers to India as a part of'neighboring FIR visit and facility observation'program. This program is aimed to enhancethe working relation in the grass root level.

High Level visits

Government of Nepal has now started toinclude airspace and air route issues as oneof the agenda during high level visits of Headof the government and the Head of the state.During the China visit of Rt. HonorablePresident of Nepal last year, CAAN hadformally requested through Ministry ofForeign Affairs for cooperation of ChineseAuthority for the implementation of Himalaya2 route and Trans Himalayan Route. Duringthe last friendly visit of India by Rt. HonorablePrime Minister Mr. Babu Ram Bhattarai, AirRoute was one of the agenda of the bilateraldiscussion. Ministry of Tourism and CivilAviation had formally requested Ministry ofForeign Affairs to seek cooperation of theChinese side for the implementation ofHimalaya 2 Route ( Kathmandu �Kunming/Hong Kong) during high level visits.As a part of Aviation Diplomacy CAAN shouldorganize a meeting in presence of theMinister and the Secretary of the Ministry ofTourism and Civil Aviation inviting theAmbassadors of India and China separately. Problems of Nepalese aviation and areas ofmutual cooperation should be presented in



Deputy Director General, CAAN Head Office

the meetings.The Ambassadorsshould be requested for cooperationand initiations from their part to sortout the exist ing problems.

A formal request should be made tothe Ministry of Foreign Affairs toinstruct the respective Embassies toplay a positive role in conveying andpresenting Nepal's Air Routerequirements.

Track- two diplomacy:

It is a specific kind of informal diplomacy, in whichnon-officials (academic scholars, public figures, socialactivists, well wishers engage in dialogue, with theaim of communicating the need, or confidence-building. In this part we can seek the help of Ex DG,Ex- ministers and political figures who are sympatheticto Nepal.

Nepal can definitely prosper in the field of aviationby adopt ing proper av iat ion d iplomacy.



Background

In this article the author attempts toelaborate the safety enhancing measures ofICAO in the past and current decade andstrategies devised to fulf ill the safetyobjective set forth. The various safetystrategies adopted by ICAO have been brieflydiscussed shedding light primarily on RASGand HLSC. The fundamental objective of thisforum will be to reinforce the core values ofGlobal Aviation Safety Plan (GASP) and GlobalAviation Safety Roadmaps (GASR).

REGIONAL AVIATION SAFETY GROUP(RASG)

ICAO has proposed to create the RegionalAviation Safety Group (RASG) covering allthe regions in the world, with an objectiveof promoting the aviation safety in therespective regions by mobilizing the pool ofexpertise and the available resources. Theproposed five regions covering the worldare: Regional Aviation Safety Group �AsiaPacific (RASG-APAC), Regional AviationSafety Group-Europe (RASG-EUR), RegionalAviation Safety Group-Pan America (RASG-PA), Regional Aviation Safety Group-Africa(RASG-AFI), Regional Aviation Safety Group-M i d d l e E a s t ( R A S G - M I ) f o r t h e i r

Er Ratish Chandra Lal Suman

SAFETY INITIATIVES BY ICAO: SOME INNOVATIVEFORUM



corresponding regions.

Subsequent to the decision of theCouncil of ICAO on 18 March 2008,c o n c e r n i n g i n c r e a s i n g t h eeffectiveness of planning andimplementation regional groups(PIRGs) the Air Navigat ionCommission initiated a study aimedat identifying a regional mechanismto address safety issues. ResolutionA36-7 resolved that the global plans(Global Air Navigation Plan andGlobal Aviation Safety Plan) shallprovide the framework in whichregional, sub-regional and nationalimplementation plans will bedeveloped and implemented thusensuring harmonization andcoordination of efforts aimed atimproving international civil aviationsafety and efficiency.

The implementation of air navigationsystems follows a well establishedmechanism based upon the regionalair navigation planning processwhich evolved to a more robustsystem with the introduction of theGlobal Air Navigation Plan (GANP).The GANP initiated a top-downapproach in which the regions,t h r o u g h t h e p l a n n i n g a n dimplementation regional groups(PIRGs), implement a regionalperformance framework. The GlobalAviation Safety Plan (GASP) utilizes

a bottom-up approach that allows groups of Statesto analyze gaps and implement action plans to meetspecific needs by leveraging existing political andeconomic structures between them. This approachhas the advantages of facilitating a pooling ofresources, as well as supporting a dynamic exchangeof information. A void exists, however, as there is noregional follow-up and coordination of theimplementation of these sub-regional action plans.

PIRGs: The development of regional plans for airnavigation systems is undertaken by ICAO's six PIRGs,which were established by the Council. The scope ofPIRGs does not cover flight operations safety issues.The PIRG meetings are organized by regional officesand supported by Headquarters (Air NavigationBureau). The PIRG reports are reviewed by theCommission on a regular basis and the Council, on acase-by-case basis.

COSCAP/RSOO: The cooperative development ofoperational safety and continuing airworthinessprogrammes (COSCAPs) are an agreement betweenMember States, executed by ICAO's Technical Co-operation Bureau by means of a Trust Fund, and areaimed at enhancing the safety and efficiency of airtransport operations. The COSCAPs are limited to afew regions and within a region not all States arecovered. In some subregions, Regional SafetyOversight Organizations (RSOOs) have beendeveloped from COSCAP projects or have beenestablished instead of COSCAPs.

DGCA meetings: Many of the regions convene regionalor sub-regional meetings of Directors General of CivilAviation (DGCA), which discuss a wide range ofsubjects encompassing safety, efficiency, economic,



security, environment and regulatory issuesrelated to air transport operations. Themeetings and their follow-up are carried outby the regional offices with no substantialsupport from Headquarters.

Regional structure: The COSCAPs and RSOOsare organized on a sub-regional basis. It maybe noted that eventually some COSCAPs mayevolve into RSOOs where appropriate.Considering that COSCAP/RSOO mechanismsare more focused on safety oversight issuesand, as of now, do not cover all of the Statesof the region , it is considered necessary toestablish a new regional mechanism knownas Regional Aviation Safety Groups (RASGs)to address and harmonize all flight operationssafety issues on an ICAO region - wide basis.Noting that in several regions there wasactually a gradual evolution toward RASGs,this proposal, in effect, would facilitate ICAOto recognize groups that Contracting Stateshad already chosen to form. The eventualrecognition of RASGs by the Council wouldlead to the establishment of a formalreporting channel allowing ICAO to monitorthe worldwide implementation of the GlobalAviation Safety Plan (GASP). The RASGs areexpected to build on the work already doneby these existing subregional organizations.However, RASGs will facilitate the exchangeof best practices, cooperation andcollaboration using a top-down approachcomplementing the bottom-up approach ofplanning by sub-regions, States and industry.

Need for partnership: The GASP and GASR

are built on the principle of partnership and,as such, it is essential that all relevantstakeholders are involved in the developmentand implementation of any activities aimedat improving safety under the focus areas.Together with ICAO, the stakeholders in theciv i l av iat ion sector are States,airlines/operators, airports, air navigationservice providers, aircraft and equipmentmanufacturers, maintenance and repairorganizations, regional organizations,international organizations, and industryrepresentatives. ÊThe commitment of allstakeholders is fundamental for success inimproving safety.

Resources: With the creation of RASGs, oneofficer for each of the regional offices willbe required. Currently, all regional officeshave a post of Flight Safety Officer in theirestablishment. Further support for the RASGmeetings would be provided usingHeadquarters staff.

Coordination between PIRGs and RASGs: Aconcern rose related to the parallels thatwere being drawn between the PIRGframework and the RASGs. It was noted thatwhile the PIRGs did touch on some safetyissues, they had been developed to deal withair navigation plans at a regional and globallevel with ICAO playing a key leadership role.In contrast, safety continued to lie within thesovereignty of individual States. It would behelpful if States could provide input on howto determine the safety issues to be coveredby the RASGs and those that should remain



with the PIRGs. Also, the need for amechanism for coordinationbetween PIRGs and RASGs wasdiscussed and accordingly thisaspect has been reflected in thesuggested terms of reference.

Systems approach: The proposedRASGs will serve as a regionalcooperative forum integratingglobal, regional, sub-regional,national and industry efforts incontinuing to enhance aviationsafety worldwide. While RASGs willinitially deal with safety issuesdirectly related to flight operations,planning should be initiated as soonas circumstances permit to adopt asystems approach so that RASGsaddress safety issues from anintegrated perspective that includesflight operations and ATM safety.As the Commission reviews themandate and terms of reference ofPIRGs, it is expected to address inthe future an integration of thesafety work done by these groups.Until such time, the Secretariat willensure that the safety issues raisedby the PIRGs and RASGs are fullycoordinated and that a small groupof members of the PIRGs attend theRASGs meetings and vice versa.

Membership

Contracting States entitled to

participate as members in a RASG meeting are:a) those with territories or dependencies locatedpartially or wholly within the geographical area to beconsidered by the meeting; b) those located outsidethe area: 1) which have notified ICAO that aircraft ontheir register or aircraft operated by an operatorwhose principal place of business or permanentresidence is located in such States, operate or expectto operate into the area; or 2) which provide facilitiesand services affecting the area.

Contracting States not meeting the above criteria andnon-Contracting States are entitled to participate inRASG meetings as observers. The aircraft operators,international organizations, maintenance and repairorganizations, regional organizations, aircraftmanufactures, airport and air navigation servicep r o v i d e r s a n d a n y o t h e r a l l i e dorganizations/representatives will be invited to attendRASG meetings in the capacity of observers. Themembers and observers will serve as partners of RASGand their joint commitment is fundamental for successin improving aviation safety worldwide. The RegionalDirector will serve as the Secretary of the RASG.Wherever two Regional Directors are involved, theywould alternate serving as Secretary of the RASG andPIRG to balance the Secretariat responsibilitiesbetween these two regional groups.

Resources

An officer from Headquarters (ANB) will participateand provide support to the RASG meetings. The ANBofficer will serve as the interface between the RASGand the Air Navigation Commission and present thereports of meetings to the Commission/Council forreview and harmonization.



Work programme

The RASG will develop and implement a workprogramme that supports a regionalp e r f o r m a n c e f r a m e w o r k f o r t h emanagement of safety on the basis of theGlobal Aviation Safety Plan (GASP) and theGlobal Aviation Safety Roadmap (GASR).Using the GASP and GASR, the RASG will buildon the work already done by States, existingsubregional organizations such as theCooperative Development of OperationalSafety and Continuing AirworthinessProgrammes (COSCAPs) and Regional SafetyOversight Organizations (RSOOs) andsupport the establishment and operation ofa performance-based safety system for theregion by:

a) analyzing safety information and hazardsto civil aviation at the regional level andreviewing the action plans developed withinthe region to address identified hazards; b)facilitating the sharing of safety informationand experiences among all stakeholders; c)ensuring that all safety activities at theregional and sub-regional level are properlycoordinated to avoid duplication of efforts;d) reducing duplication of efforts byencouraging collaboration, cooperation andresource sharing; e) conducting follow-up toGASP/GASR activities as required; f)coordinating with respective PIRG on safetyissues; and g) providing feedback to ICAO tocontinually improve and ensure an up-to-dateglobal safety framework.

HIGH LEVEL SAFETY CONFERENCE (HLSC)ICAO has in recent past organized a high levelsafety conference (HLSC) with a high levelparticipation of Directors General of civilaviation administration of contacting stateswith the following objectives:

Objective 1-The ICAO safety frameworkThe outcome sought of this objective is toset the foundation for the Conference, byproviding a basic understanding of the ICAOsafety framework and its evolving InternalSafety Management Process (ISMP).

Objective 2-The evolution of the States auditprogrammeThe Conference to be presented with a reporton the evolution of the safety oversight auditprocess by ICAO, highlighting the transitionfrom periodic compliance audits to safetyrisk based continuous monitoring.

Objective 3-Managing the transition to aState Safety Programme (SSP) environmentUnder this objective, an agreement to besought from the conference for a �list� ofspecific activities by ICAO and States and,when applicable, Regional Safety OversightOrganizations, for ensuringÊsafeguardsduring the transition to an SSP environment.

Objective 4-The link between SSP andContinuous Monitoring Approach (CMA)Under this objective, an agreement on thelink between the SSP and the CMA and theendorsement of specific actions by ICAO andStates, so as to strengthen the synergy



between the two and to best usethe resulting information.

Objective 5-Sharing of safetyinformationThe conference to review and agreeon a proposedÊ�list� including thenature of the safety data andinformation to be shared, andamong whom, together with theneed for specific partnerships withindustry.

Objective 6-The protection ofsources of safety informationThe conference to discuss and agreeon specific interventions by ICAOand by States, and when applicable,R e g i o n a l S a f e t y O v e r s i g h tOrganizations, to address thepolitical, administrative and practicalaspects of the protection of sourcesof safety information.

O b j e c t i v e 7 - N e w S a f e t yManagement AnnexThe outcome sought of thisobjective is agreement regarding tothe ICAO SSP framework as the basicc o n t e n t s o f a n e w S a f e t yManagement Annex, including adeclaration about the commitmentto not having differences with itsprovisions.

Objective 8-Harmonization of rulesand processes to avoid multiple

certificationsThe conference to be called on to make a commitmentto actions to reduce the requirements for certificateholders to comply with multiple sets of similar butyet different requirements under existing multiplecertification rules, thus decreasing the administrativeand financial burden for certificate holders whileaddressing the potential safety consequences createdby such burden.

Nepal registered its presence during the High LevelSafety Conference organized by ICAO in Montreal in29 March-1 April 2010 with a high level delegation. Asthe conference concludes with following declarationfor the aviation safety, Nepal commits its full effortsin realizing the vision set by the HLSC.

1) Even though air transport is a very safe mode oftransportation, there is a need to achieve a furtherreduction in the number of accidents and especiallyfatal accidents to maintain the public confidence inthe safety of the global air transport system; and

2) States support an ICAO safety framework basedon sound safety management principles andprocesses. (HLSC 2010)

In future CAA Nepal will undertake several activitiesthat will address these two objectives so that thenumber of fatal accidents is significantly reduced.Again we reiterate that the safety can only be achievedwith combined efforts of all stakeholders. At thispoint of time we urge all stakeholders to join handsto achieve the safety goal.



STATE SAFETY PROGRAM (SSP)

Annexes 1, 6, 8, 11, 13 and 14 include therequirement for States to establish a Statesafety programme (SSP), in order to achievean acceptable level of safety in civil aviation.An SSP is a management system for themanagement of safety by the State. An SSPis defined as an integrated set of regulationsand activities aimed at improving safety. Itincludes specific safety activities that mustbe performed by the State, and regulationsand directives promulgated by the State tosupport fulfillment of its responsibilitiesconcerning safe and efficient delivery ofaviation activities in the State. Theresponsibilities encompassed by the SSPinclude, in broad terms:a) Safety regulationb) Accident investigationc) Incident investigationd) Safety assurance ande) Safety promotion.

CAA Nepal has already prepared the draft ofthe SSP and it is in the final stage of approval.

SAFETY MANAGEMENT SYSTEM(SMS)

Annexes 1, 6, 8, 11, 13 and 14 establish thatStates shall require, as part of their SSP, thatapproved training organizations that areexposed to safety risks during the provisionof their services, aircraft operators, approvedmaintenance organizations, organizations

responsible for type design and/ormanufacture of aircraft, air traffic servicesproviders and certif ied aerodromesimplement a safety management system(SMS). An SMS is a management tool for themanagement of safety by an organization.The Annexes also establish that the SMS shallbe accepted by the State and shall, as aminimum:

a) Identify safety hazards;b) Ensure the implementation of remedialaction necessary to maintain agreed safetyperformance;c) Provide for continuous monitoring andregular assessment of the safetyperformance; andd) Aim at a continuous improvement of theoverall performance of the safetymanagement system.

CAA Nepal has already formulated the safetymanagement system (SMS) requirements tobe followed by the service providers.Although the SMS cannot be implementedo v e r n i g h t a p h a s e d m a n n e r o fimplementation will be considered as betterpractice in the Nepalese perspective.

THE ICAO GLOBAL AVIATION SAFETYPLAN and ROADMAP (GASP/GASR)

The ICAO Global Aviation safety Plan (GASP),was developed on the basis of the whichwas prepared by the Industry Safety StrategyGroup (ISSG) working with ICAO. The GASP



can be seen as the ICAO strategy toaddress the focus areas and relatedobjectives that have been definedin the Roadmap as vital to theenhancement of safety levels withinglobal commercial aviation. TheGASP also establishes coordinationmechanisms to ensure that both theGASP and the Roadmap aremaintained up-to-date in acoordinated way. The GASP defines12 specific global safety initiativesd e s i g n e d t o s u p p o r t t h eimplementation of aviation safetyobjectives that have been acceptedas vital to the enhancement ofa v i a t i o n s a f e t y .

In the interest of establishing a singlelevel of aviation safety worldwidethe Global Aviation Safety Roadmapwas produced and developed by theIndustry Safety Strategy Group(ISSG). The ISSG's members include;the International Air TransportAssociation (IATA), Airbus, Boeing,Airports Council International (ACI),the Civil Air Navigation ServicesOrganization (CANSO), the FlightSafety Foundation (FSF) and theInternational Federation of Air LinePilots Associations (IFALPA).There are two essential componentswithin the Roadmap:

Part 1 - A strategic action plan forfuture aviation safety: Basic

framework for correcting inconsistencies and areasof weakness in 12 focus areas.

Part 2 -Implementing the Global Aviation SafetyRoadmap: Priorities and specific coordinated actionsto be undertaken by industry in order to reduce riskand improve safety worldwide.

Implementing the Global Aviation Safety Roadmap:

The completed Global Aviation Safety Roadmap marksthe first unified and coordinated accident reductioninitiative developed by both governments andindustry.

Theobjectives of the ICAO Global Aviation Safety Plan(GASP) are to:

a)reduce the number of accidents andfatalities worldwide irrespective of thevolumes of air traffic; and

b)achieve a significant decrease in accidentrates, particularly in regions where theseremain high.

Fundamentals: In addressing these objectives,GASP concentrates on three fundamental aspectsof a safety management system, as follows:

1st Fundamental Reviewing the causal factors of aircraftaccidents worldwide in order to identifyspecific safety issues which must beaddressed to reduce accident numbersand rates. Attention will be given to thereasons for regional variations in accidentrates;

2nd Fundamental Keeping abreast of the activities of existingsafety groups in order to identify safetyissues which have global perspectives. In



doing this, GASP focuses onthose safety initiatives mostlikely to reduce accidentnumbers and rates; and

3rd Fundamental Promoting safety awarenessworldwide by facilitating theeffective sharing and use ofaviation safety data andinformation.

The Global Aviation Safety Plan thereforeidentifies those tasks and programmes likelyto produce the best safety dividend in termsof reducing accident numbers and rates bothon a global and regional basis. It is intendedthat GASP serve all parties involved in aviationsafety, including acting as a planning and atracking tool to monitor progress in therelevant areas of activity. For practicalapplication, the objectives and fundamentalsof GASP are addressed by different focusareas, or elements, each having associatedtasks and programmes.

CONTINUOUS MONITORING APPROACH(CMA)CMA is a system to monitor the safetyoversight capability of a State on a continuousbasis with the ability to monitor States� safetyperformance at the appropriate time.Additionally, CMA broadens the scope ofcompliance audits to incorporate safetymanagement principles using safety riskmanagement (SRM) and safety assurance(SA) concepts. Following are majorcomponents which allow ICAO to successfullymonitor the safety oversight capabilities ofMember States.

1: Collect and Validate SafetyInformation2: Analyze and Measure States� SafetyOversight Capabilities3: Identify and Prioritize Deficiencies4: Develop and Implement Strategies

Main data sources for CMA are states,internal stakeholders and externalstakeholders. Using their continuousmonitoring programme (CMP), the Stateswill provide the principle source of safetyinformation when they complete and submitthe following:

1: State Aviation Activity Questionnaire(SAAQs);2: Electronic Filing of Differences (EFODs);3: USOAP protocols;4: Updated Corrective Action Plans (CAPs);and5: State Safety Programmes (SSPs)

The information gathered from 'Collect andValidate Safety Data' is used to determinethe level of effective implementation of the8 critical elements of the safety oversightsystem of each State. The primary tools formaking this determination are the AuditProtocols. If, at any time, ICAO has anyquestions or concerns about the informationcollected pertaining to a Member State, ICAOmay generate a Mandatory InformationRequest (MIR) using the online framework.The MIR can be generated and sent to theMember State through the online system,requesting the State to provide either



General Manager, Tribhuvan International Airport

c l a r i f i c a t i o n o r a d d i t i o n a linformation. The MIR is alwayslinked to an audit protocol. Thereare numerous benefits of a USOAP� CMA including:

à Transition from a one-timeassessment activity �snap-shot�to a continuous monitoringprocess,

à Collective sharing of safety databy promoting and encouragingthe sharing of safety informationby regional and internationalorganizations,

à Continuous monitoring ofMember States� safety oversightcapabilities,

à Identification of safety risks,à Monitoring of the safety

performance of Member States(at the appropriate time), and itis a

à Real time and interactive onlinesystem (web supported).

Nepal�s view point

Nepal has been actively participatingin other PIRGs like APANPIRG in thearea of CNS/ATM that is resolvingthe various issues associated withits f ield for better safety andefficiency. Although Nepal has beenan active participant in the regionalsafety forums like ARAST, SARAST,apart from COSCAP-SA, -with its

national body NAST-Nepal- a participation in RASG-APAC may prove a boost for the safety enhancementin Nepal.

Conclusion

A sincere analysis of aviation safety in the recent pastis not encouraging rather it paints a bleak picture.Being the regulatory agency CAA Nepal must takeserious stock of the situation and undertake a seriousintrospection. On the other hand CAA Nepal shouldnot be left alone for the dismal state of safety wherethe other stakeholders like the air operators areequally accountable for the safety. With the upcomingRASG-APAC, we may optimistically expect that theroot causes may be identified and corrective actionsput in place. In addition, the introduction of CMA willprove a milestone in the efforts of aviation safetyenhancement where all stakeholders have their viewand input for the continuous improvement. It is theneed of the hour to pledge all stakeholders to workin tandem to achieve the higher level of safety inNepal.



Aviation activity faces numerous risks on dailybasis. The aviation industry, as such, hasquoted safety at the forefront of its prioritiessince its inception and is rigorouslyendeavoring for safety enhancement. Nepal,as a signatory to Chicago Convention since1960, is obviously bound to comply with allthe ICAO provisions. While the eliminationof accidents and incidents would be desirableto everyone, the desirability or prescriptivecommitment alone is not sufficient, ratherperformance based evidence of theimplementation is essential to attain thedesired achievement.

Nepal unfortunately doesn't have goodsafety records. Albeit, the physical geographyof the country is conducive for scenic beauty,it is not aviation friendly. Particularly over80% of the land mass being comprised of hillsand mountains, the uneven terrace, gorges,the blowing of wind through these surfacesand other such meteorological factors oftentimes create negative impacts to aircraft.While relaxation, negligence or unduecompromise as essential factors obviouslyinvite unwanted situation anywhere in theworld, owing to unique situation the aviatorsin Nepal are apparently required to remainconsiderably on high alert, work with addedcaution and adhere strictly to the stringentrequirements all the time.

The challenge of accomplishing safety enhancement

Mohan Adhikari



In the context of recurrence of airmishaps in Nepal in recent past, theGovernment of Nepal, Ministry ofTourism and Civil Aviation, througha ministerial decision of B.S.2067/5/14, constituted a f ivemember High Level Task Forceheaded by Mr. Medini PrasadSharma, the former Director Generalof Civil Aviation Authority of Nepaland members from various aviationcommunities. The TOR of the TaskForce was to study the safetyrecommendations prescribed byvarious air accident investigationcommissions in the past and toassess the status of their complianceand make further recommendationsw i t h a c t i o n p l a n f o r t h eenhancement of aviation safety.

The TF was also assigned theresponsibility to recommend inrespect of making the right toinformation of the aircraft accidentinvestigation report public, whichwas previously lacking.

Nearly one year later, the TFsubmitted its report to the thenhonorable Minister in the presenceof concerned responsible dignitariesand media. The report, apart fromother details, obviously comprisedof safety analysis, f indings,conclusion and some safetyrecommendations to the Ministry,

CAAN, and the entire Aircraft Operators. Besides,couples of safety recommendations issued by pastInvestigation Commissions were considered vague,subjective and irrelevant to the particular accidentcase. It was thus difficult to ensure its compliance.Moreover, some recommendations were considerednot carrying the intended meaning as well due towhich for the first time, some recommendations werealso issued for the guidance of the InvestigationCommission to make recommendations more practicalin the days ahead.

Receiving the report and addressing the gathering,the responsible dignitaries including the Ministerappreciated the effort made by the TF and expressedcommitment that no stone will be left unturned forthe effective implementation of the report withoutany delay. Though the compliance of the report aloneis not the panacea for all the deficiencies, yet it wasbelieved that the effective implementation of thereport would signif icantly contribute in theenhancement of aviation safety. However, it is beingobserved that even the following of safetyrecommendations felt of high significance, are alsonot paid due attention by responsible authorities.

For instance, one of the recommendations stipulates"The Ministry while keeping the data base of qualified,experienced and updated accident investigationaviation experts should also allocate necessary budgetfor the investigation of the accident in Nepal. Theexisting practices of funding by the airline operatorwhich met the accident should be avoided to eliminatethe potential conflict of interest". It was also learntthat this provision was approved by the Ministry aswell. Contrary to that, the Investigation Commissionformed for the investigation of ill-fated Buddha Air



accident at Kotdanda in Kathmandu valley,regrettably, could not proceed with its taskas planned, due unavailability of necessarybudget, thereby resulting delay in theoutcome of investigation. It is a mockery thatin one hand billions of State funds of a poorcountry like Nepal is being spent unjustifiablyand on the other hand most genuine andsensitive priority need of the State and thestakeholders is hampered in the want ofconsiderably low amount.

Apparently, the safety oversight audit ofNepal was carried out from 5 to 14 May 2009under ICAO Universal Safety Oversight AuditProgramme (USOAP). During the auditprocess numerous findings were observed.While agreed with the findings of the ICAOaudit team, Nepal, as per the norms, alsosubmitted a corrective action plan on 26October 2009 and an update to the actionplan on 1 February 2010 to address theshortcomings. Obviously, the State agenciesbeing the apex body should have come outwith the evidential performance that couldbe followed by the agencies under itsumbrella.

Conversely, the study of the above TF havingrevealed that the progress in the executionof corrective action plan was not effective,made a recommendation to this effect "Asno substantial improvement has been notedin the direction towards the compliance ofcorrective action plan submitted to ICAO inrespect of USOAP Audit 2009, the Ministryshould take immediate action on the

implementation of the corrective action soas to meet the deadline committed againste a c h c o r r e c t i v e a c t i o n p l a n " .Notwithstanding, it is disheartening to notethat deficiencies are still being observed inthe fulf illment of the own submittedcorrective action plan to the concerned apexInternational Body.

To take the instance of yet anotherrecommendation that stipulates "Amechanism should be devised to make surethat the safety recommendations made bythe accident investigation commission reachthe concerned stakeholder without any delayso that they can be implemented in time. Afollow up system shall be devised so that theaccountable officials are bound to gear updedicatedly for the implementation of safetyrecommendations and compliance status ofthe same can be tracked instantly by thesupervising authority". Nonetheless, it isbeing learnt that till second week ofDecember, even the follow up system hasnot been devised. On the other hand, insteadof accepting the challenge of making theright to information of the aircraft accidentinvestigation report public, unbelievingly,even the concerned stakeholders are yet toreceive the safety recommendations of theTF report. These are couple of instances thatdepict of often times experienced weaknessin our context that require due attention forrectification.

Aviation field, as general norms, is consideredto keep abreast of almost all the latest



Former DDG, CAAN

developments. The contemporarymethod of safety managementsystem requires that not only theaccidents and/ or serious incidents,rather aviation occurrences shouldalso be reported, analyzed, assessedand satisfactorily treated. While theproactive and predictive methodsare the ways for an organization tointernally capture previouslyunreported incidents or safetyconcerns, so that they can beaddressed in a proactive manner,the analysis of past accidents/seriousincidents and the implementationof corrective actions to prevent therecurrence of those events throughreactive method, still remains oneof the three legs of the safety stool.Whereas, the proactive andpredictive methods in our contextare still in the initial stage and a lotis to be done , including theestablishment of pervasive safetyculture among all stakeholders, lackof effective implementation even intraditional reactive method as such,is undoubtedly a great concern foreveryone.

It may be relevant to recall that incourse of taking briefing of the CivilAviation Authority of Nepal, newlyappointed honorable MinisterLokendra Bista Magar wished forsome exemplary achievementduring his tenure that qualifies for

long term recognition among aviation community.Addressing the employees he expressed inter-aliathat "instead of probing into the past, I urge all theresponsible dignitaries to fulfill your responsibilitiesin the days ahead with sincerity and dedication forsafety enhancement and failing to do so shall compelme to stick anyone". With the elapse of about twomonths, hopefully, he must have understood thesensitivity of aviation and identified most of the greyareas of inaction and deficiencies with challengesahead to rectify them.

Finally, the effort of the writer will only be felt of littlesignificance; if this article draws the attention of thehonorable Minister to kindly realize that unlessdeficiencies are thoroughly revealed through theinspiration of acquiring more and more informationincluding healthy criticism, realities shall always remainin shadow. It goes without saying that the loweststandard the leader maintains is the highest standardhis/her people will aspire to. Hence, simply providingprescriptive directives and, getting jumbled just inreceiving unrealistic "everything is all right" briefingof poor performers and overwhelmed in entreatybehavior of near and dears will certainly notmaterialize the noble desires. Instead, the soleindicator to judge the true performer is the evidenceof performance based tangible result that truly gearsup Nepalese aviation in perfection according tointernational norms. Only achievement of suchperformance will apparently be appreciated not justby aviation community but also by entire publicfulfilling your dream in reality.

Introduction

Professor James Reason, prominent aviationexperts in human factor application, hasdeveloped a simple, yet graphically powerful,model about the concept of theorganizational accident which provides ameans for understanding how aviationsystem operates successfully or floats intofailure. According to this model, accidentsrequire a number of enabling factors comingtogether and single-point failures are rarelyconsequential in the aviation systembreakdown because complex systems suchas aviation are extremely well-defended bylayers of defences.Equipment failures or operational errors arenever the cause of breaches in safetydefences, but rather the triggers. Breachesin safety defences are a delayed consequenceof decisions made at the highest levels of thesystem, which remain inactive until theireffects or damaging potential are activatedby specific sets of operational circumstances.Under such specific circumstances, humanfailures or active failures at the operationallevel act as triggers of latent conditionsconducive to facilitating a breach of thesystem�s inherent safety defences.

Components of organizationalaccidentOrganizationThe organizational processes are activities



Accident causation model by professor James Reason andNepalese civil aviation activities

Sanjiv Gautam



which include: policy making,planning, communication, allocationof resources, supervision and soforth, over which any organizationhas a reasonable degree of directcontrol. As far as safety is concernedthe two fundamental organizationalprocesses are allocation of resourcesand eff icient communication.Weaknesses in these organizationalprocesses are the breeding groundstowards failure which may include:deficiencies in equipment design,incomplete/incorrect standardoperating procedures, and trainingdeficiencies. Inadequate hazardidentif ication and safety riskmanagement, whereby the safetyrisks of the consequences of hazardsare not kept under control andnormalization of deviance wherethe exception becomes the rule inthe operational context because dueto the lack of resources may beo u t c o m e o f i n e f f i c i e n torganizational process.

Workplace

Workplace conditions such asworkforce stability, qualificationsa n d e x p e r i e n c e , m o r a l e ,management credibil ity, andtraditional ergonomics factors suchas lighting, heating and cooling, arethe factors that directly influencethe efficiency of people in aviation

workplaces. If workplace conditions are not conducivein the operational context it will lead to active failuresby operational personnel, which can be consideredeither errors or violations.

People

People are the main components in the productionsystem and they can commit errors or violation duringthe execution of their operational activities. Thedifference between operational errors and violationslies in the intent. While an error is unintentional, aviolation is a deliberate act. A person trying toaccomplish a task, following the rules and proceduresas per the training received, but failing to meet thetask at hand commits an error. A person who willinglydeviates from established rules and procedures whileundertaking a task commits a violation. Theoperational personnel responsible for the actualperformance of the production activities can get thesedone in a short span of time by adopting shortcutsthat involve constant violation of the rules andprocedures. Where humans and technology interactduring the operational activities, operational errorsare accepted as a normal component of a system,and not considered as some type of unusualbehaviour. Once errors are viewed as a natural by-product of human-technology interface duringoperational activities, operational errors can beaccepted as a normal component of any system andoperational safety strategies are put into practice tocontrol operational errors.

Defence

Defences are the resources to protect against the



organizational processes in order to identifylatent conditions and thus reinforce defences.Safety endeavours should also improvework-place conditions to contain activefailures, because operational error or theviolation is the product of all these factorsthat produce safety breakdowns.

Given figure illustrates the Reason model ina way that assists to understand therelat ionship of organizational andmanagement factors in accident causation.Various defences are built deep into theaviation system to protect against instabilityin human performance or decisions.Defences are resources provided by thesystem to protect against the safety risksthat organizations are involved in during

risks that organizations generate during theirproduction activities and must control.Defences in aviation can be grouped underthree large headings: technology, trainingand regulations. Defences are usually the lastsafety net to content the conditions presentin the system before the accident, made

evident by triggering factors, as well as theconsequences of lapses in humanperformance. Most, if not all, mitigationstrategies against the safety risks of theconsequences of hazards are based upon thestrengthening of existing defences or thedevelopment of new ones.

From the perspective of the organizationalaccident, safety endeavours should monitor



managing day-to-day affairs, and communicatinginternally and externally is yet to be achieved in theaviation organization. On the one hand decisionsmade by regulatory authorities are too often theconsequence of political influences and interferences,on the other hand decision made by the serviceproviders are too often the consequences ofinadequate resources and are focussed more onservices. Most of the aviation organizations whichare both regulatory as well as service providers donot have a training policy for their technical staff.Formal and comprehensive training programmes andtraining plans detailing the type of training to beprovided for each technical staff position have notbeen developed.

Workplace conditions in Nepalese Civil Aviation arenot much conducive to deliver the services as designin base line performance. An ergonomic factor, mostof the time, hinders the efficiency of frontlinepersonnel and except in few governmentorganizations, workforce stability is not much ensuredwhich directly affect the performance of people.

Most of the CFIT accidents are due to the error orviolation made by the frontline personnel. Asmentioned earlier error or violation is the motivationalintention. It is widely accepted that most violationsare the result of deficient or unrealistic procedureswhere people have developed workarounds toaccomplish the task. Most stem from a genuine desireto do a good job. Seldom are they acts of negligence.If workplace condition is not user friendly, error isinevitable and in the same way if procedures are notuser friendly, violation is inevitable. Analysis ofprevious accidents and serious incidents reveals thatin the most cases main causes of accidents and serious

production activities and which mustbe controlled.

Nepalese contextIn Nepalese aviation organizations,problems start with the decision-makers. These decision makers aresubject to normal human biases andlimitations, as well as to realconstraints such as time, budgets,and politics. Decisions by linemanagement may result ininadequate training, schedulingconflicts or neglect of workplaceprecautions. They may lead toinadequate knowledge and skills orinappropriate operating procedures.How well line management and theorganization as a whole performtheir functions sets the scene forerror- or violation-producingconditions. Front-line operationalpersonnel commits error or violationdue to poor equipment or taskdesign; conflicting goals (e.g. servicethat is on time versus safety);defective organizations (e.g. poorinternal communications, propern u m b e r o f m a n p o w e r ) ; o rmanagement decisions (e.g. deferralof a maintenance item, timelyi n t r o d u c t i o n o f r e q u i r e dequipment).

Effective management with respectto setting attainable work goals,organizing tasks and resources,



incidents are the situational violations and/or routine violations of regulation and suchviolation may be due to time pressure or highworkload and /or practicality/workabilityissues, deficiencies in human-technologyinterface design, but violation is madeintending to perform the job more efficiently.

Conclusion

Nepal has witnessed number of air mishapswithin its territory including the national aswell as international air carriers. To preventaccident and /or incident regulatory authorityas well as service providers shall monitor

organizational process, identify latentcondition, improve workplace conditions,contain error or violation and reinforce theexisting defence or develop new defence intheir respective activities. With mutualcooperation, regulatory compliance andsafety performance measurement we will beable to deliver safety and service maintainingbalanced approach.

ReferenceICAO Doc. 9859 Safety Management ManualCAAN SMS Requirement 2010ICAO CIR 314 Tthreat and Error Management(TEM) in ATC

Director, CAAN Head Office



Background

A land-locked and topographically constrainedcountry, Nepal, has a crucial role to play in the domainof air transportation for her economic development.Tribhuvan International Airport (TIA) is the stand-alone international airport in the country to contributeto national economy in general and socio-economicdevelopment of the entire country as more than 80%of foreign tourists enter Nepal by air through thisairport and make access to remote and touristdestinations of the country.

The history of modern surveillance facilities startedwith the two fatal accidents (THAI and PIA) that hadoccurred on the peripheral mountain of theKathmandu valley in 1992. These accidents triggeredgovernment of Nepal to request assistance to theGovernment of Japan for the development of asurveillance system and other facilities for theenhancement of aviation safety. As a result' TIAModernization Project' was signed on 28 July 1994.Installation of surveillance system including ASR, SSRand RDPS, started in 1995 under JICA phase 1 projectand brought into operation since 1997.

Installation of Primary and Secondary Radar andassociated facilities brought a tremendous change inCNS/ATM to cope with the growth of air traffic at thegeographically constrained airport more efficientlyand safely. In other words, in spite of limited coveragedue to the mountainous terrain around the airport,the existing Radar system has proved to be an

Surveillance System of TIA: A Roadmap for Improvement

Mahendra Singh Rawal



inevitable tool for TIA operational service.

Limitations of the existing RadarSystems

Operation Limitations· Due to the location of radar antenna at

the airport inside the mountainousvalley, radar service at TIA is limited toonly higher (flight) levels and inparticular directions.

· Identification of the aircraft is often lostdue to the line of sight problem whichbreaks the continuity of radar services.

· The ASR and SSR can only be used asterminal approach radar due torestricted coverage.

· The vector altitude in Kathmanduterminal area is very high, and that's whythe vectoring services are restricted toIFR departure only.

Technical Limitations· The existing radar system which was

installed in 1997 has already completed14 years in operation and has reachedthe end of its service life cycle.

· Some of the spare parts of the RadarData Processing equipment have noredundancy.

· Frequent failures of electronic cards due

to aging.

· The old software is not capable ofworking with new hardware which canrun only in very old and obsolete sunSPARC hardware.

· Manufacturers has already stoppedmanufacturing spares required forprimary and secondary radar and otheraccessories, so no support frommanufacturers for the supply of spareparts.

· It is fairly obvious in light of the foregoingfactors that the ASR/SSR system at TIAcan't be expected to remain operationalfor long.

New surveillance requirement:

Kathmandu terminal area is gettingcongested rapidly. It has been difficult tomanage the traffic in the congested terminalarea safely, efficiently and economically withthe existing facilities and traffic procedures.Hence, the congested Kathmandu terminaloverwhelmingly needs a modernizedsurveillance system with better coverage andreliability.

More traffic can be accommodated in theterminal area with the use of reliablesurveillance facilities, maintaining orenhancing existing level of safety. Arrival anddeparture schedules can be maintained atcongested terminals more rapidly allowing



closer separation between arrivingand departing aircraft and wouldalso reduce the pi lots andcontroller's work load.

Nepal has been focusing on thepromulgation of international routesacross Himalayas. In order toestablish the Himalayan routes forthe optimum utilization of Nepaleseairspace there will be a requirementof new air corridor across theNepalese airspace served withreliable and better surveillancesystem. S imi lar ly , domest iccongested routes like mountainflight would also be benefitedsignificantly from the improvedsurveillance service provided in thisarea.

Emerging surveillanceTechnologies

Multilateration:Multilateration or hyperbolicpositioning is based on the oldprinciple of triangulation. It is theprocess of locating an object bandon the Time Difference of Arrival(TDO) of signal emitted from thatobject to there or more sensors. ForATC applications, Multilaterationprovides the same level of fleetcoverage as traditional SSR like all

aircraft or vehicles equipment with on operationalMode A, Mode C, or Mode S Transponders.Multilateration generally provides higher accuracy,greater update rate, better coverage and improvedreliability as compared to traditional SSR and does soat a much lower initial cost and with lower annualmaintenance cost.

Feature of Multilateration :ð The Multilateration system also acts as a real-time

back up for the ADS-B surveillance network,especially in higher (en-route) elevations, but thiscan also be easily extended to lower levels andterminal approach.

ð The essence of Multilateration is that it providesan elegant transition to ADS-B by using the sameground infrastructure, while providing earlybenef its through improved surveillance.

ð Multilateration has the advantage of beingbackward compatible with existing transpondersand forward compat ib le with ADS-B.

ð Multilateration requires no additional avionicequipment as it uses replies form Mode A, C andS transponders as well as military IFF and ADS-Btransponder.

ð MLAT stations can be upgraded to ADS-B groundstations as the user aircraft community graduallyequip with ADS-B.

ð The essence of Multilateration is that it providesan elegant transition to ADS-B by using the sameground infrastructure, while providing earlybenefits thorough improved surveillance. So MLAT



includes with ADS-B at no additional cost.

WAM implementing countriesAustria (Innsbruck valley), Australia(Tasmania), Canada (Vancouver Harbor),Namibia, Germany (Frankfurt airport), Spain,etc.

Automatic Dependent Surveillance �Broadcast (ADS-B)ADS-B is a replacement for (or supplementto) traditional Radar based surveillance ofaircraft. ADS-B is a major change insurveillance philosophy instead of usingground based radar to interrogate aircraftand determine their position; each aircraftwill use GPS to find its own position and thenautomatically report it.There are three major benefits driving thetransition to ADS-B.

Firstly, the GPS positions that are reportedby ADS-B are more accurate than the currentradar positions and are more consistent. Thismeans that in the IFR environment closerspacing can be used than at present in theRadar environment, and this provides muchneeded capacity improvements in congestedairspace.Secondly, ADS-B surveillance is easier andless expensive to display than ground radar.This means that airspace which previouslyhad no radar and only procedural separationservices can now have the benefits of ATCservice.And finally, because ADS-B is a broadcastservice that can be received by other aircraftas well as ATC on ground, ADS-B offers theoption for an aircraft to have accurate andinexpensive traffic awareness of other nearbyaircraft.

Comparison of Cooperative Surveillance Technologies

MSSR ADS-B MLAT/WAM

Ø Proven and maturetechnology

Ø Strong compatibility /interoperability

Ø SSR easily added toPSR which are still indemand

Ø Standardized system+ safety casesavailable vs. ADS-B

Ø Avionics available andfull equipage

Ø Best match withterminal and en routerequirements

Ø Paradigm changeØ Leading edge on all

new applicationsØ Highly cost

competitive (TCO:acquisition,installation,maintenance)

Ø Comparable technicalperformance to SSR(60-80 NM)

Ø Leading edge forterminal and surfacesurveillance

Ø Strongestinteroperability/compatibility

Ø Cost competitivenessvs. SSR for terminalarea



Market Direction for Secondary Surveillance

Source : THALES

ADS-B implementing countriesAustralia, USA, Indonesia, France, Germany, China, Fiji, South Africa, China etc.

Ø Expensive comparedto ADS-B, close toMLAT for terminal andless expensive thanMLAT for en-route

Ø Limited technicalperformance vs. othertechnologies-includingon "traditional"applications

Ø Dependent system �based on unverifieddata provided byaircraft

Ø Still limiteddeployment � thushindering visibility onpotential issues

Ø Investment by Airlines/ GA needed (avionicsupgrade, certification)

Ø Offering overalllimited to traditionalsecondary surveillance

Ø Deployment inprogress � awaitingfull feedback ontechnology from long-term usage

Source : THALES

ADS-B and MLAT seem promising in terms of costcompetitiveness and performance



Phase I

En-route Terminal Area Data Processing System HMI / Display

Installation ofMSSR Mode - S atBhattedanda

Multisensor Trackerand SurveillanceData ProcessingSystem (SDPS)

ATC DisplaySystem at ApproachControl (APPControl)

ATC DisplaySystem at AreaControl Center(ACC)

Installation of ADS-B at Phulchoki

Service lifeextension of ASRand SSR

Phasewise implementation ofWAM and ADS-B to extend theenroute surveillance coverageand to provide surveillancefacility in domestic airspace.

Phase I / Phase II

Phase II

Option One Roadmap

display system at Approach Control andArea Control Center (ACC).

Phase -- II

§ Phase-wise implementation of Wide AreaMultilateration WAM) and ADS-Btechnology to increase the surveillancecoverage of international routes andimplement surveillance facility in domesticairspace.

§ Service life extension of existing Primaryand Secondary Radar System (ASR/SSR)at TIA with the assistance of respectivemanufacturing companies TOSHIBA andNEC in coordination with JICA Nepal.

Proposed Road Map of SurveillanceSystem for TIA

A. Option � One

Phase � I

§ Installation of MSSR � Mode S atBhattedanda site.

§ Installation of ADS-B at Phulchoki Site.§ Implementation of Multisensor Tracker

and Surveillance Data Processing System(SDPS) as a replacement of existing RadarData Processing System (RDPS).

§ Implementation of user friendly HumanMachine Interface (HMI) / Modern ATC



§ Existing radar infrastructure like duly overhauledantenna system could be used for few more years.

§ Existing spare parts of ASR and SSR would beutilized during the extended lifecycle of ASR andSSR.

§ Implementation of most modern SurveillanceData Processing System would facilitate cost-effective expansion of surveillance facility in thedomestic airspace in future

Economic Benefit :

§ No immediate requirement for the replacementof costly terminal ASR and SSR at TIA would savethe acquisition cost of new surveillance systemfor terminal area.

§ Utilization of trained technical manpower andspare parts on the existing radar would save theoperational cost of the surveillance system.

Risk factors :

§ Support of manufactures may or may not beavailable for service life extension of ASR/SSR

§ Availability of critical spare parts of ASR and SSRin future.

B. Option � Two

Phase I

§ Installation of MSSR � Mode S at Bhattedanda

§ Installation of ADS-B at Phulchoki.

Option One: ExpectedFeatures / Benefits

Operational Features/ Benefit:

§ Area Control Center (ACC) wouldbe provided with radarsurveillance facility.

§ Coverage of radar (SSR) will beenhanced significantly providingcoverage to major internationalrouts, thereby enhancingairspace capacity.

§ Decease in breaking of continuityof surveillance.

§ Surveillance back up of ADS-Bwill be provided to the ADS-Bequipped aircraft.

§ Work load of ATCs and pilots willbe deceased and airspacecapacity would be increased dueto enhanced surveillance fromMSSR � mode S technology

§ Primary Radar facility at theterminal area would be retained

Technical Features/Benefit :

§ Existing ASR and SSR servicesat TIA could be continued withthe extension of their service lifecycle.



Phase I

En-route Terminal Area Data Processing System HMI / Display

MSSR Mode-S atBhattedanda Multisensor Tracker

and SurveillanceData ProcessingSystem (SDPS)

ATC DisplaySystem at ApproachControl (APPControl)

ATC DisplaySystem at AreaControl Center(ACC)

ADS-B atPhulchoki

WAM and ADS-Bfor Terminal Area.

Phasewise implementation ofWAM and ADS-B to complianten-route radar and providesurveillance to domestic airports

Phase I / Phase II

Phase II

Option Two Roadmap

§ Implementation of Multisensor Trackerand Surveillance Data Processing System(SDPS) as a replacement of existing veryold and unreliable Radar Data ProcessingSystem (RDPS)

§ Implementation of user friendly HumanMachine Interface (HMI) / Modern ATCdisplay system.

Phase II§ Phase-wise implementation of Wide Area

Multilateration WAM) and ADS-Btechnology to increase the surveillancecoverage of international routes andimplement surveillance facility in domesticairspace.

§ Implementation of WAM and ADS B as areplacement of existing terminal ASR/SSR.



Option Two: ExpectedFeatures / Benefits

Operational Features/Benefit

§ Area Control Center (ACC) willb e p r o v i d e d w i t h r a d a rsurveillance facility.

§ Coverage of radar (SSR) will beenhanced significantly providingcoverage to major internationalroutes, thereby enhancingairspace capacity.

§ Decrease in breaking ofcontinuity of surveillance.

§ Surveillance back up of ADS-Bwill be provided to the ADS-Bequipped aircraft.

§ Work load of ATCs and pilots willbe deceased and airspacecapacity would be increased dueto enhanced surveillance fromMSSR � mode S technology

§ Better redundancy due tomultiple backup and distributedsurveillance facility would beavailable at TMA.

Technical Features/ Benefit

§ Mixed mode surveillance facilitywith back up / redundancy willbe available.

§ Distributed surveillance systemwith higher reliability.

§ Cost effective and improved surveillance basedon upcoming next generation ATM technology.

§ Scope of cost-effective future expansion toincrease the surveillance coverage of internationalroutes and domestic airspace.

Economic Features/ Benefit :

§ Replacement of existing terminal ASR/SSR withmore cost effective next generation technology

§ Surveillance cost per flight will be remarkablyreduced

§ Future expansion of surveillance capacity ofKathmandu flight information region will be costeffective.

Risk Factors :

§ Increased security and maintenance cost due todistributed WAM/ADS-B stations aroundKathmandu hill tops.

§ ADS-B surveillance may be limited due to equipageof aircraft.

The Roadmap

The surveillance road map proposed in Option Oneaims at installation of MSSR at Bhattedanda toenhance the surveillance coverage and extension ofservice life of existing ASR and SSR heads, along withthe use of existing antenna system, would be themost cost effective and techno-friendly option toimprove the existing surveillance capability of TIA.However, the extension of service life cycle of ASRand SSR would depend upon many factors includingthe availability of support from its manufactures like



congestion resulting in excessive delays andholding of aircrafts in the air as well as onthe ground. One of the solutions to improvethe airspace and airport capacity withoutcompromising the level of safety will beachieved by the improvement and expansionof surveillance capability of TIA, Kathmandu.Since the existing Radar surveillance is havingnumber of inherent limitations of thetechnology including the problem posed byantenna locations, coupled by the ageing ofthe equipment has necessitated animmediate replacement of the existing Radarand RDPS system for futuristic and costeffective surveillance solution.Therefore, taking it into account thedevelopments taking place in the field ofsurveillance technology and TIA's immediateneeds of putting in place the mostappropriate cost effective surveillancetechnology available, the need of the hour forCAAN is to embrace the judicious mix of thetechnologies like MSSR, WAM and ADS-B tostride along the proposed roadmap.

Director, CAAN Head Office

TOSHIBA and NEC in terms of supply ofrequired spare parts and necessary technicalsupport.

If the service life extension of existing ASRand SSR cannot materialize the next choicewould be the implementation of Option Two,which envisages the replacement of ASR /SSR heads by implementation of Wide AreaMultilateration (WAM) systems having 5/6ground stations around the hill tops likePhulchowki, Bhattedanda, Nagarkot,Shivapuri, Kakani, and Chandragiri, to providesurveillance coverage in Kathmandu TMA.The other component in the Option Twowould be same as in the Option One whichincludes installation of MSSR at BhattedandaADS-B stat ion at Phulchowki andimplementation of Multi Tracker andSurveillance Data Processing System (SDPS)and installation of modern bright displaysystem in the Approach Control and AreaControl Center (ACC)

ConclusionEver increasing number of domestic andinternational air traffic over the past fewyears has been causing airspace and airport



Civil Aviation Authority of Nepal

establishedFor the provision of air navigation services and

for the development of airport and airport infrastructurein the country.

Safety and security are our prime objectives. We facilitate air transportation services

within and outside the country.We are committed:

-to serve the people ,-to facilitate tourism

We are Together for TourismWe believe:

Civil Aviation is for TourismTourism is for Civil Aviation

We appeal to all our stakeholders

Please join hands with Civil AviationAnd

Be with us

In all our efforts to fulfill our vision and mission.



Construction and operation of aninternational airport is a very expensiveventure, often built at the cost of the tax-payers� money. It is a very attractive place tobe for the well-wishers as well as the generalpeople at large. People feel deep satisfactionto bid farewell and great pleasure to greetthe near and dear ones at the airport. Aselsewhere, International Terminal Buildingat TIA, Kathmandu was also constructedtaking this factor into consideration byprovisioning specious restaurants, visitor�sdeck, adequate car parks, space forconcessionaires, etc.

Visitor�s Deck at TIA, has always been a placeof great attraction for people visitingKathmandu. They had watched, with greatfascination, the movement of �chilgadi�(Dakota) in its early days and later big jetscarrying 300 people at a time, not to mentionthe hubbub of funny looking ground handlingvehicles, fuel bowsers and hovering gianthelicopters. It stayed like that till 2052 B.S.after when general public were not allowedto go to the visitor�s deck for �securityreasons�. It has already been more than fiveyears since the end of the politicaldisturbances, and those security risks, assuch, do not exist now. Government has evenopened Narayanhiti Museum, once knownas King's palace, for the general public. ButVisitor�s Deck at TIA still remains closed.

Visitor�s Deck at TIA

Ramesh Man Joshi



Continuity of this prohibition hasdeprived Civil Aviation Authority ofNepal (CAAN) from earningsubstantial revenue, and alsodebarred the people from the joyfulfamiliarization of the nationalinfrastructure, that is, Visitor�s Deckat TIA in this case.

There is no restriction for the generalpublic to go to the visitor�s deck inquite a few airports in Asia andPacif ic region, such as, Tokyo,Hongkong, Bangkok, Singapore,Sydney, Melbourne, etc. Moreover,activities inside the airports are notlimited to the movement of aircraft,passengers and cargo only. Airportsare being transformed into a centerfor other mega economic activities,thereby substantially contributingto the economic growth of the

nation, not to mention the great number ofemployments generated directly, and indirectly.

Singapore Airport authorities, in March 2005, openlyinvited all Singaporeans to visit Singapore Airport(Changi) to promote domestic tourism. They are soproud of the infrastructure and its activities that theyfeel that all Singaporeans have a right to enjoy oneof the great assets of their country as much as anyuser or stakeholders of Changi Airport. All the taxpayers deserve to see what their country is like, theysay. A food for thought for the tourism promoters inNepal.

Athens, capital of Greece, successfully conducted2004 Olympic Games. Bravo. The whole worldappreciated the great efforts the Greeks made tomake it a success. Example of one such effort is thatthe Greeks spent US $ 2 Billion for securityarrangement alone. Of course, it is a big amount byany measure. But the Greeks did not say "No" to thisexpenditure because their national as well as individual



Former Deputy Director GeneralCAAN Head Office

pride was at stake. Monetary issues weresecondary. People�s strong feelings to hostthe games at any cost were honored by theirgovernment. The event was indeed a greatsuccess.

The big question is how deep and how wideshould the net of security agencies spread inorder to ensure security?

World is full of latest machinery gadgets, andmodern management know-how to enhancesecurity. Explosive detectors, metaldetectors, CCTVs, and other means, such asphysical frisking, indirect vigilances, dogsquad, utilization of human resource fromprivate sectors, etc. are readily available, ifneeded.

CAAN now levies 10% of the landing chargeas Security Charge on all incoming flights atall the airports of Nepal.

TIA must be fully utilized for the benefit andenjoyment of every Nepalese citizen,whatever be the cost for security measures.Then only we will be able to say that it is �OurAirport� in real sense.

Nepal Airlines belongs to the government ofNepal. But whenever we go abroad and seeNAC aircraft at the tarmac, we say "that isour Airline�. Similarly, it should also be thecase with Tribhuvan International Airport,"Our Airport". Earlier the better.



1.Introduction

After a long fiasco and hiccups, work has been initiatedto develop Gautam Buddha Airport, Bhairahawa intoa main hub of regional and international level worthyof a place where Lord Buddha was born.The present airport named Gautam Buddha a fewyears back is situated in Lumbini zone in the WesternTerai region of Nepal, just 17 Km East of Lumbini, thebirthplace of Lord Gautam Buddha, and therefore hasremained with a great historical, cultural and religiousvalue from the beginning .

As per the master plan the existing airport with 1524mlong Runway will be upgraded to a regionalinternational standard. A 3000m long new runwaywill be built 182.5 meter south of the present runway,which will be used as taxiway capable to serve mediumto long haul jet aircraft as well as to serve as alternateto the Tribhuvan international.

The present airport is very close (about 3 Km) fromIndian border to the south and Indian defenserestricted airspaces further south. Therefore, it needsa very careful planning and coordination with Indiafrom the beginning from the highest political level tooperate international airport from Gautam BuddhaAirport.

The main issue is to determine the airspace and flightprocedure challenged by following factors:i) Close proximity with Indian border and defense

Mahesh Kumar Basnet

Airspace and Air Route Planning for Gautam BuddhaInternational Airport



· Design new air routes and procedureswithin Nepalese area in context of newrunway layout in GBA- in conformancewith acceptable ICAO Standards.

· Design new Terminal airspace, STARs andSIDs.

2.Controlled Airspace for the GautamBuddha International Airport

TMA Considerations with Lateral Limit 30NMfrom ARP (except the Delhi & Kolkata FIR)and vertically 5000ft to 13500ft with plannedNavigation aids, Holding patterns, SIDs andSTARs and Instrument flight procedures areto be designed.

Proposed TMA of Gautam BuddhaInternational

3.Proposed En-route Network

With the observation of present routenetwork to and from Nepal and location ofGautam Buddha Airport, the most suitableinbound routes could be as follows:

restricted airspaces to the south and Eastii) Lumbini her itage s i te on c l imb

out/approach area to the westiii) High terrain to the North

Therefore the following consideration hasbeen felt necessary:· Detail review of the existing air space and

air routes network within the wholeNepalese FIR.

· Review existing air routes and proceduresrelated to Gautam Buddha Airport (GBA),

· Determine the Approach Procedures-VOR/DME, ILS and RNP, InstrumentHoldings, En-Route Structure, MissedApproach Procedure, SID, STARs, etc.

· Planning the airspace for GBA inconsidering the SIA, Pokhara and TIA

· Optimize the airspace structure byreorganizing the route network orintroducing the new routes, new TerminalControl Area (TMA)

· Plan and analyze the airspace around GBAby considering the existing Indian air routestructures, restricted airspaces and routesto and from Nepal



coordination and agreement with India at higher level.

4.Holding Procedures

Holding procedure towards east on B345 and on W19at 20NM clearly indicates the holding area withinNepalese airspace allowing smooth flow of arrivalsand departures within Gautam Buddha TMA

Proposed Holdings, STARs and Route Network

5. STARs and SIDs

· Considering the proximity of Lumbini heritage areaand Noise pollution issues, preferred Runwayshould be RWY28 for arrivals and RWY10 fordeparture other than the wind and operationalconsiderations.

· The Stars are designed from PUTAN, New routefrom Lucknow, W19 and B345 for both the runways.

· The SIDs are designed to the east and west towardsthe Holdings as mentioned above to join theexisting and proposed airways.

6.Feasibility of Instrument Approach ProceduresILS Procedures

Following considerations should be given whileinstalling the ILS and designing the associated

InboundONISA � L626 � GAUTAM BUDDHANEPALGUNJ � W41 � W19 � GAUTAMBUDDHAPOKHARA � W41 � GAUTAMBUDDHALUCKNOW � G598 � NEW ENROUTE� GAUTAM BUDDHASIMARA � NEW ENROUTE �GAUTAM BUDDHAKATHMANDU � B345 � GAUTAMBUDDHA

Prevailing issue:Routes from ONISA, Lucknow andentry via Nepalgunj have to becarefully coordinated, agreed andsettled with India at higher level.

OutboundGAUTAM BUDDHA � L626 � ONISAGAUTAM BUDDHA � W41 �NEPALGUNJGAUTAM BUDDHA � W41 �POKHARAGAUTAM BUDDHA � B345 �LUCKNOWGAUTAM BUDDHA � W17 � NEWENROUTE � SIMARAGAUTAM BUDDHA � W17 � B345 �KATHMANDU

Prevailing issue:

To send the departing aircraft fromGBA out of Kathmandu FIR at higherflight level via B345 needs careful



Deputy Director, CAAN Head Office

procedures:· Not to infringe Delhi FIR· Not to penetrate Lumbini Heritage site

While studying the feasibility of ILS, thepreliminary observation indicated that theILS for RWY28 penetrates the Indian FIR evenwith 5° offset which necessitated extra landacquisition burden. On the other hand, ILSfor RWY10 infringes Lumbini area and againcreates extra land acquisition problem.Therefore, if ILS has to be installed, it is tobe installed for RWY28 with special MOUwith India.

VOR/DME approach procedure

The present VOR/DME located on theextended centerline of the present RWY hasto be relocated on the offset eastern side ofproposed RWY to take maximum advantagefor approach and departures withoutinfringing the Indian FIR.

RNP Approach Procedures

Because of the proximity with the Indian FIRand Lumbini Heritage, RNP approachprocedures could be designed for both theRWYs as a best solution to the aboveconstraints and back up to the VOR/DMEprocedures.

RNP APCH RWY10

7.Conclusion

After analyzing the detail airspace associatedwith the Gautam Buddha Airport, it isconcluded that holdings and routes withsuitable STARs and SIDs can be made withinNepalese airspace provided the limitationscaused by airspace constraints are solved byagreeing with India at the Government andAviation Authority level.

On the approach procedures, ILS is bothcostly and posed to various limitations andtherefore, VOR/DME based procedures backup with RNAV procedures will be the bestand cost effective solution for the proposedGautam Buddha International.

Introduction:

Climate Change has become the most criticalenvironmental issue for many governments,industries, businesses and individuals. Climate Changeis a complex environmental issue. Basically, a changein atmospheric concentration of Greenhouse Gases(GHGs) alters the energy balance of the climate systemresulting change in climate. This happens because ofanthropogenic activities like burning of fossil fuel,coal and oil for homes, factories and transportationand releases several kinds of GHGs to the atmosphere.Most common GHGs that are being released areCarbon dioxide (CO2), Methane (CH4), Nitrous Oxide(N2O), Nitrogen dioxide (NO2). Other GHGs may beNitric Oxide (NO), Carbon monoxide (CO), Hydro-Fluoro Carbon (HFCs), Sulphur dioxide (SO2), Sulphurhexa fluoride (SFs) etc. The increased amount of GHGsin the atmosphere eventually results in warmertemperature causing melting of ice, glaciers, risingsea level and flooding of coastal areas, shifting ofseasons, fewer cold days, heavier rain, summerdroughts, and an increase in storm intensity. Accordingto Intergovernmental Panel on Climate Change (IPCC),world�s surface air temperature has increased anaverage of 0.6 Celcius (1.1F) during the 20th centuryand is predicted to increase by between 1.8 and 5.8ºC by the year 2100. This may not sound like aconsiderable change but even one degree can affectthe Earth. IPCC reports that Global GHG emission dueto anthropogenic activities have grown with anincrease of 70% between 1970 and 2004. And CO2being most important anthropogenic GHG, annual



Aviation and Climate Change

Sudhir Kumar Chaudhary



emission has grown by about 80% between1970 and 2004.Contribution of Aviation to Climate

Change:

Like other GHG emission from fossil fuelcombustion aircraft engines also emit GHGto atmosphere. Modern jet engine fuel isprimarily kerosene. It is a fossil fuel primarily producing CO2 and water vapour (H2O),other major emissions are Nitric Oxid (NO),Nitrogen dioxide (NO2) together called asNitrogen Oxide (NOx), Sulphur dioxide (SO2),and soot. Aircraft produce up to 4% of theannual global CO2 emission from fossil fuelnear the Earth�s surface as well as higheraltitude (FL250-F500). Just as a car enginethat runs efficiently produces less harmfulexhaust emission, the same is true for jetengine. Incomplete combustion occurs at thelower power setting used for descent orwhen aircraft are idling or taxiing on theground. This incomplete combustion results

in Carbon monoxide (CO) and unburnedhydrocarbon emission that contribute todegrade the local air quality. The hotter thetemperature inside the combustor, the moreefficiently the fuel is burned. Unfortunately,this higher temperature produces increasedNOx emission. This NOx Aircraft Emission

emission increases the production of Ozone(O3) at cruize altitudes. Aircraft emitsignificant amount of NOx when their enginesare at hottest during take off and slightlysmaller amount while cruising. Higherconcentration of O3 near the surface of theEarth has been linked to respiratory diseases.But there is benificial O3 also. O3 in the upperatmsphere (about 15 miles up) shields thesurface of the Earth from the Sun�s ultravoiletradiation. Because of the different humanactivity O3 balance is being disrupted. Thiningof this protective layer is the cause ofincreasing occurance of skin cancer.

In 1993, a sutdy of toxic emission at ChicagoMidway Airport revealed that arriving anddeparting aircrafts release more pollutantsthan the industrial pollution sources in thesurrounding 16 sq-mile area. A more recentstudy at London�s Heathrow Airport showedthat aircraft contributed between 16 and 35%of ground level NOx concentration. Becauseof the local concerns about the gasesexhausted by aircraft, the expansion plan ofseveral US airports � Atlanta, Boston,Chicago, Houston, Los Angels, New York,Philadelphia, Phoenix and Washington have



been stopped.

Aircraft emission of water vapor athigh altitudes produce contrails �thecloud-like trails behind aircraft thatare visible from the ground about 5miles above the Earth�s surface. Atthese high altitudes, contrails andcirrus cloud form. Both contrails andcirrus clouds reflect sunlight thatwarm the Earth�s surface. At thesame time, they absorb heat fromground instead of allowing it toescape. Right now this effect is smallbut it is growing. Although scientistsare uncertain about impact ofcontrail, but those contrails areimplicated in the formation of cirruscloudslast longer than a few minutes, andgradually develop into cirrus clouds.Over the past 40 years, cloudinessseems to have increased. Thiscontinual increase in cloudiness maylead to global climate change.

Total climate effectsThe IPCC has estimated that aviationis responsible for around 3.5% of the

total radiative forcing by human activities. Direct CO2emissions are measured by radiative forcing. The IPCChas estimated that aviation�s contribution could growto 5% of the total contribution by 2050 if action is nottaken to tackle these emissions, though the highestscenario is 15%. According to Fourth AssessmentReport (IPCC AR4) published in 2007, the main findingsrelated to aviation emission are:· Due to developing scientific knowledge and morerecent data estimates of the climate effects ofcontrails have been lowered and aircraft in 2005 arenow estimated to contribute about 3.0 % of the totalof the anthropogenic radiative forcing by all humanactivities; Ê· Total CO2 aviation emissions is approximately 2% of the Global Greenhouse Emissions;· ÊThe amount of CO2 emissions from aviation isexpected to grow around 3-4 per cent per year;Ê· Medium-term mitigation for CO2 emissions fromthe aviation sector can potentially come fromimproved fuel efficiency.

ICAO Programme of Action on EnvironmentalProtection

ICAO has been playing a lead role in order to reduceor limit aircraft noise and emission from internationalaviation that contribute to global climate change. Theurgency and importance of addressing GHGs emissionsfrom aviation was recognized only at 36th session ofthe ICAO Assembly held in 2007. To achieve the goal,the Goup on International Aviation and Climate Change(GIACC) was formed in 2008, with the mandate todevelop an ICAO Programme of Action. GIACCpresented the proposal of Programme of Action whichwas accepted by the ICAO Council. A High-Level



Meeting on International Aviation andClimate Change was held in 2009 andevaluated the outcome of the GIACC. Themeeting also approved a Declaration andRecommendation affirming the commitmentof Member States to address aviationemission that contribute to climate changeby working through ICAO. This was the firstglobally harmonized agreement on a goal toaddress its CO2 emissions.

Building up of ICAO�s all those pastacheivements since 36th Session of the ICAOAssembly including the Declaration andRecommendation approved by the High-Level Meeting, 37th Session of the ICAOAssembly adopted Resolution that goes onestep further incorporating important keyelements such as:1. Global aspirational goals for the

international aviation sector of improving2% annual fuel efficiency up to year 2050,

2. Stabilizing its global CO2 emissions at2020 levels,

3. Development of a global CO2 certificationstandard aiming for 2013,

4. Facilitation of developing and deployingsustainable alternative fuels for aviation,

5. Development of a framework for market-based measures,

6. Concrete steps to assist States tocontribute to global efforts,

7. States� action plans, covering informationon CO2 emissions reduction activities andassistance needs,

CAAN�s Action Plans

To implement the following State�s ActionPlan adopted by the 37th Session of ICAOAssembly Resolution, CAAN has to establishpolicies and guidance on environmentprotection in order to reduce aircraft noiseand emission from international aviation thatcontribute to global climate change. InResolut ion A37-19, the Assembly :1. invites States to voluntarily submit their

action plans to ICAO preferably by June2012, in order that ICAO can compileinformation in relation to achieving theglobal aspirational goals,

2. The action plans should includeinformation on the basket of measuresconsidered by States and information onany specific assistance needs

3. Requests the Council to provide guidanceand other technical assistance for thepreparation of States� action plans.

Mitigation of aviation's environmentalimpact

Mitigation of aviation's environmental impactcan be achieved through a variety ofmeasures, some important measures wouldbe:

· Use of Fuel Efficient aircraft - Next-Generation engines are not only more fuel-eff icient but also tend to be quieter.Bombardier C Series aircraft are 4 timesquieter than aircraft currently in service.




· Development and deploymentof sustainable alternative fuels (useof biofuels)

· Route optimization - Animproved Air Traffic ManagementSystem with more direct routes andoptimized cruising altitudes wouldallow airlines to reduce theiremissions. In Nepal, Himalaya Routehas been proposed for the last 5y e a r s w h i c h i s y e t t o b eimplemented. Satellite basedapproach (RNP AR) which is underimplementation phase in Nepalwould help reducing noise as wellas emission.

· I m p r o v e d O p e r a t i n gProcedures - Airlines and airportscan reduce emissions and fuel burn

through the use of improved operating procedures.A single-engine taxi to and from the runway and theuse of a Continuous Descent Approach (CDA) whichcan reduce emissions signif icantly during theoperations in and around an airport.

· Reduce the fuel burn of the aircraft

References:

ICAO Environmental Report 2010Wikipedia, the free Encyclopedia: Environmental Impactof aviation.Intergovernmental Panel for Climate Change, IPCCUnited Nations Framework Conference for ClimateChange, UNFCCUnited Nations Environmental Programme, UNEPNational Aeronautics and Space Administration, NASA



Presently the talk of the town has been theadaptation to the climatic change and howto adapt to the ongoing climatic change bothinternationally and locally. Ecologicaltogether with geological change has beenimparting global effects and this has madeall the difference in the aviation f ieldprompting ICAO to garner all the necessarystrength for the cooperation with themember states to ensure better adaptationto the climatic change so that the skybecomes safer to fly.

Aviation, as we all know, plays different rolesin different parts of the world dependingupon the topography and the infrastructureof each region of a country. So in dealingwith the given environmental issues onesolution may not be fit to all. Problems varyso do the attitude while solving theseproblems. Hence it has been put very aptly:Think globally but act locally. This has beeneven truer in the aviation arena.

Civil aviation has been proactive in its effortsto reduce its negative impact on theenvironment, primarily through research anddevelopment as well as through fuel efficientengines and efforts to look into alternateform of fuel along with noise abated airfoils(which were very prevalent years back). Eventhough many solutions have been studied

Going Green the Aviation WayAdaptation to the Climatic Change.

Birendra Singh



and put forward for the bettermentof the environment, trying to gogreen in aviation is one of thesolutions that have been proven andthat have been able to show that itis possible to further decrease thefuel consumption through a change in the existing air transportinstruments. In order to mitigate theclimatic change in aviation, adoptionof various factors should be madeviz: the application of the measuresto address aircraft noise and engineemission, embracing technologicalimprovements, better operatingprocedures, proper organization ofair traffic ,appropriate aircraft andplanning of land use; and manymore have been the majorcontributors to the increase inefficiency by more than 70% in thearea of noise abatement duringflights.

In 2004 ICAO adopted 3 majorimportant goals to:

ü limit or reduce the number ofpeopleaffected by significant aircraft noise

ü limit or reduce the impact of aviationemission or local air quality

ü limit or reduce the impact of aviationgreen house emission on the globalclimate.

In its pursuit to give high priority to improve thedegradation of the environment, ICAO has called forall the contracting states to prepare for unified andcoordinated measures. As stated, regardingS theglobal climatic change, the aircraft engine emissionhas been one of the main forces of discussion andthe emission plays a pivotal impact on the atmosphericconcentration of green house gases and can furthercontribute in the formation of cirrus clouds therebybringing about a vast climatic change. The aircraftare estimated to contribute about 3.5 % of the totalradiation. But new findings reveal that aircraft is thecause of 3.5% of the total of the anthropogenicradiation. Even though the total carbon-di-oxideemission is 2% of the global greenhouse emission, themitigation of carbon-di-oxide emission for aviationsector can be done from improved fuel efficiency.One of the other factors contributing to the climaticchange is the aircraft noise. Since the introduction ofmodern jet aircraft in the 60s, noise has remained themost significant cause of adverse community reactionto the operation and expansion of airport worldwide;and ICAO has made recommendations to mitigatesuch aircraft noise. Hence, in 2001, ICAO endorsedthe concept of a �balance approach� to the aircraftnoise mitigation. In order to handle this situation ICAOcalled upon its member states to deal with theproblem of the aircraft noise. This gatheringcontributed in identifying the noise problem duringthe approach of an aircraft. Then various measuresto reduce the noise were analyzed. The states cameup with the major four elements viz. allowing quieteraircraft, better land use, aircraft noise abatementoperational procedures, and operation restrictions.Much of ICAO�s effort to address aircraft noise overthe past 40 years has been aimed at reducing thenoise at the very source. So the aircraft especially the



helicopters built today are required to meetthe noise abatement standard adopted bythe Council of ICAO contained in Annex 16,vol. I. The rules now have been very stringentthan the earlier ones to ensure that only noiseabated aircrafts enter into the states therebytrying to curtail the noise of an aircraft. Thus,gone are the days when aircraft as: B737,B727, B707 FK28, etc., operated widely andwith great pride that produced heavy noiseat the takeoff and landing at the airports(that were not only nuisance to theoperators, passengers, or even to the publiccreating health hazards) are now on thephasing out process and most of theseaircraft either have better operatingphenomenon or have been completely outof production. Besides the noise abatementfactor, the other approach to the bettermentof environment has been the quest forsuitable alternate fuel and it has shownpromises of being an intrinsic part of anapproach towards reducing the carbon-di-oxide and sustainable alternative factors overthe short, medium and long term are beingdeveloped for the betterment of aviation .

Significant progress has been made inestablishing technological goals for reducingaircraft greenhouse gas emission. Thealternative fuels produced from biomass orrenewed oils offer the potential to reducegreenhouse gas emission. ICAO has done alot in its bid to do research in the alternatefuel through facilitating exchange ofinformation on finance, providing platformfor access to research and roadmaps and

program, exchange of ideas and facilitateparticipant's ongoing efforts to develop acommon definition of sustainable criteria forbio-fuels.

Even today international aviation globally hasbeen one of the media to connect peopleand business across the world and has reliedon the development of global solution totackle with the ongoing challenges itencounters. ICAO is the internationallyaccepted body for dealing with theinternational aviation for the environmentrelated issues. The debate over the climaticchange is immense and many great nationsare worried about it as aviation is threatenedby the amount of carbon emission in the air.Developing and emerging nations aredebating over the responsibility of reducingcarbon emission. Their concern is theparticularization of the nation responsible toreduce the emission and the targeted levelto which the emission should be maintained.All such nations should act together tomitigate the effects of climatic change. Nowonder improving the environmentalperformance of aviation sector is a challengeICAO has taken up very seriously and infulfilling its responsibility it has developed arange of standards, policies, and guidelinesto combat the climatic change experiencedtoday. Of course, for this global cooperationis of utmost necessity in dealing with thegreenhouse gas emission in world-wide basis.Therefore newer technologies may bedeveloped in dealing with the aircraft noise,as well as in dealing with the aircraft gas



Former MOTCA Employee

e m i s s i o n t h a t a f f e c t t h eatmosphere.

In conclusion we can say that eventhough it may be very difficult incombating and totally eradicatingthe environmental degradationcaused by various factors includingthe aviation factors, we should bepositive in our outlook in saying thatprevention through moderntechnologies can play a pivotal rolein reducing the effects of thisproblem. Even states like ours cancontribute in handling the climatic

change by adopting various methods as: adoption ofnoise abatement policy, better traffic managementin the flow of the aircraft, and above all contributingand cooperating through participation in variousseminars, workshops etc. thereby getting upgradedin our knowledge in cl imatic change andenvironmental degradation. Let�s be positive andthink positive in any way we can to have a cleanerand greener aviation of tomorrow.

He has logged more than 30 yrs experience in thefield of aviation.



Necessity of Private Participation inAirport Infrastructure

Increased traffic and cargo growth in recentdecades has led to congestion and saturationat different airports of the world. To solvethis problem countries require- new airports,expansion of capacity at existing airports,induction of technology for efficient handlingof passenger & cargo and innovativemanagement. Airport industry itself is capitalintensive in nature. Investment has longgestation period and often involves largeelement of sunk cost. Huge sum of additionalfunds, much more than the airport authoritiescan generate, is necessary. To bridge theresource gap, private participation in airportinfrastructure has been necessary.

Airports Evolving as Enterprise

The move towards airport privatization isrelatively a recent phenomenon. It was drivenby two key factors. First, due to continuousincreases in passenger traffic across theworld, there was an urgent need to expandexisting capacity and develop new facilities.Governments were unable to undertake theinvestment as public financing was becomingincreasingly diff icult due to the othercompeting needs for tax revenues. Secondfactor was the declining level of operationalefficiency and the apparent inability ofgovernment operators to run airports in acost-effective manner. Since the privatization

Public Private Partnership Model of Airport Privatization

Shaligram Poudyal



of the British Airports Authority(BAA) in 1987 the worldwidemovement has been to view airportsas enterprise with corporatizationand privatization. By 1995, someform or the other of privatep a r t i c i p a t i o n w a s u n d e rconsideration in over fifty-fourcountries. This has resulted in asignificant industry trend towardenterprise partnerships betweenpublic and the private sector.Public Policies:

G o v e r n m e n t s a n d r e l a t e di n t e r n a t i o n a l a g e n c i e s a r edeveloping favorable policies toinvite private participation in airportsector. The World Bank, since long,has been asserting for privatizationof state owned enterprises. ICAO'spolicies on privatization areexpressed on Airport EconomicsManual (Para 2.26-2.28; 2.33-2.41;7.63 of Doc 9562). Indian Policy onAirports 1997 has clearly mentionedabout infusion of private includingforeign investment (para 9-10 onfinancing of airports) and privatesector participation (para 1-11onprivate sector participation). CivilAviation Policy of Nepal 2063 (Para4.14) is positive on private sectorinvolvement in airport development. Airport Privatization Models

P o p u l a r m o d e s o f a i r p o r tprivatizations are: Divesture

(reduction of government share), ManagementContract, Build Own Transfer (BOT); Build Own LeaseTransfer (BOLT); Build Own Operate (BOO); LeaseDevelop Operate (LDO), Full Privatization (completesale) and Public Private Partnership (PPP).In the developed countries, Management Contractand BOT form of privatization are much popular. Butthe public sale of BAA in 1987 was a rare and unusualcase of complete privatization. Developing countrieshave typically opted for concession contracts, long-term leases or management contracts. In the SouthAsian region, especially in India and Maldives, PPPmodel of privatization is being favored.

The Concept of PPP Model

According to Zhang Qin PPP model is a cooperativeventure between the public and private sectors, builton the expertise (and resources) of each partner thatbest meets clearly defined public needs through theappropriate allocation of resources, risks and rewards. In the PPP model, government retains ultimateownership on the assets and property of Airports.Airports are not sold but handed over for a certaintime period under a concession contract. Privateinvestors and the government are owners of a JointVenture Company (JVC). Under PPP scheme,concession contract is awarded for 25 to 50 years.The ultimate ownership of the airport is retained withthe government. Here, the Government reaps dualbenefits. First, some percentage of gross airportrevenue is directly shared to the government.Secondly, government gets dividend on its equity inthe JVC.

Indian Cases on PPP model

Case of Brown Field Airports - Delhi & Mumbai: On3rd May 2006 the Airports at Mumbai and Delhi were



handed over to the respective JVCs underPPP agreements. Some features of the PPPagreements were as follows:Ö Objectiveso World class airport development andmanagementÖ Equity participationo Delhi: 74 % Pvt. Consortium 26 % Airports Authority of India (AAI)o Mumbai: 74% Pvt. Consortium 26% AAIÖ Capital Investment for initial 7 yearso Delhi 3286 crore, Mumbai 5676 croreÖ Tasks to be performed by JVCso The JVCs are to achieve a rating of 3.5on the AETRA scale of 5 on completion ofstage-I and improve to 3.75 by stage-IIÖ Payments to AAIo Upfront payment: Rs.150 crores fromeach JVCÖ Gross Revenue Sharing to AAI for 30yearso Delhi: 45.99% Mumbai:38.7%Ö AAI employees� cost to be reimbursedby the JVCs

Airport's Performance:

In Airport Service Quality (ASQ) survey byAirport Council International (ACI), DelhiAirport has maintained 4th position amongworld's best airports in the year 2009. It hasdeveloped facilities ahead of demand. Forexample, 60 million passenger capacityterminal buildings are developed ahead oftime. Delhi handled 26.1 million passengersin 2009/10. There are three Runways one ofthem capable for A380

For 2010 2nd quarter, ACI has rated MumbaiAirport's service quality as best among Indianairports. Runway of this airport is improvedto comply for A380 aircraft. It handled 29.1million passengers in the fiscal year 2010-11.

Airport Authority of India (AAI) has earnedrevenues over Rs 3015 crores from Delhi andMumbai airports (1,674 crores from Delhi andRs 1,341 crores from Mumbai) in the last fouryears, as part of its share. Case of Greenfield Airports -Bangalore& Hyderabad

Contract for two new Green field airportswere finalized for Bangalore (July 2004) andHyderabad (Dec 2004) to develop on BuildOwn Operate and Transfer (BOOT) basis for30 years. General feature of PPP agreementare as given below:· Equity participationBangalore: 74 % Pvt. Consortium 26% State Govt. & AAIHyderabad: 74 % Pvt. Consortium26 % State Govt. & AAI· Land Lease: Bangalore 4000 acres,Hyderabad 5490 acres· Interest free state support Rs. 350and Rs. 315 crore respectably for Bangaloreand Hyderabad repayable after 10 years inhalf yearly installments· Stamp Duty payable on land leaseexempted.· Infrastructure like water, power etc.to be provided at site· Commercial flights from existingBangalore and Hyderabad airport will close.



A i r p o r t ' s P e r f o r m a n c e :

These new airports startedoperation from the year 2008.Bangalore International Airport(BIA) received the IATA PlatinumCertification as the first 100% BarCoded Boarding Passes (BCBP)compliant airport in India. BIA hasbagged 'Best Airport India Awardfrom "Skytrax World Airport Award"in Copenhagen, Denmark in 2011March. This airport handled 11.59million passengers in the fiscal year2010-11.Rajiv Gandhi International Airport(RGIA) Hyderabad has been worldsbest in 5-15 million passengercategories airports in the year 2009in ASQ survey of ACI. RGIA gotInternational Quality Managements t a n d a r d I S O 9 0 0 1 : 2 0 0 8 ,Environment Management StandardISO � 14001:2004 and OccupationalHealth and Safety Managementstandard BS OHSAS 18001:2007. Ithas developed A-380 compatiblerunway and has best facility in cargo.This airport handled 7.63 millionpassengers in the fiscal year 2010-11.

Other Countries:

Three airports of Cambodia aremanaged jointly by France�s groupVINCI with 70% share and MuhibbahMasteron Cambodia, a Malaysian-Cambodian joint venture with 30%.

Privatization of airports in China has transformedsome airports from loss making entities reliant onlarge public subsidies into profitable, customer-orientated businesses. Mostly, China's privatizationis on PPP model to develop non-aeronautical aspectespecially for landside, Terminal and Ground Handlingbusinesses. Recently, Male International Airport hasbeen awarded a concession for 25 years under PPPmodel.

What for Nepal?

Brown Field TIA's Context: Civil Aviation Authority ofNepal (CAAN) manages Tribhuvan InternationalAirport (TIA) the only internal airport of Nepal. Weare facing traffic congestion problem. Ground facilitieslike international parking bays and domestic parkingapron areas are limited. Terminal buildings are alsogetting congested. Baggage mishandling complaintsare frequent. Weaknesses on the side behavior serviceorientation are raised by customers time and again.Lack of professionalism and customer orientationfrom the agencies like security and immigration arethe other sides of the problem. Improvement in 4Ts(Taxi, Toilet, Trolley, Telephone) are always soughtfor. Very low level of non-aeronautical revenues,under-utilization of commercially important assetsand facilities and high overhead expenses are yetother parts of the problem.

While other international airports are dedicated togive exciting experience beyond expectation to theircustomers, we are just struggling to come out fromthe family of hated airports. Periodically changingpolitical leadership, their popular slogans and softpromises of the bureaucrats melt down in a shortspan of time. Getting ISO management certificationis far away for TIA. In short we have not been able toshow world class competitiveness in TIA management.



procedures towards private investmentsupported by political consensus are thedemand of time to attract private foreigncapital and materialize the SIA project.

Conclusion:

It is certainly possible for Nepal to provideworld class airport service and to developfacilities ahead of demand. Key to the successis with the right policies and politicalcommitment. If we are not going to acceptany form of privatization, in the first stage,CAAN's regulatory and operator functionshould be separated. CAAN should keep holdof regulatory and the Air Traffic Management(ATM) function. A separate holding companyshould be established to manage TIA. Theorganization should be restructuredintroducing cleaning department andcustomer service department. Its key staffshould come from management faculty. Sucha step may be helpful to develop corporateculture and managerial professionalism. Evensuch improvement may not be sufficient tobring TIA in the family of the world classairports. Because, governments perform lesswell than the private sector, the ultimatesolution will be some form of privateparticipation. And PPP may be one of thechoices.

Lastly let us quote N. Chandrababu Naidu,the former Chief Minister of Indian state ofAndra Pradesh and the pioneer of PPP policyof India. He says "At the time nobody hadexperience in the public private partnershipor PPP model, and the bureaucracy was notinterested in private investment, I had to

A professional management team with fullmandate will be able to deliver solution ofthese problems. This means opening up thedoor to private participation with appropriatepolicies.

Green Field Nijgadh's Context: Possibility ofprivate participation in the proposed greenfield project of Second International Airport(SIA) seems to be high. Airport site hassufficient land (8000 hectares) availabilitybring forward Airport City or Aerotropolisconcept. Birgunj, the commercial gatewayon the south, Kathmandu, the capital on thenorth (72 km) and the airport site itself in themiddle of the Republic puts it in the mostappropriate location possible for Nepal. Infuture with the growth of transit tradebetween China and India, new economicactivities could be growing in this area. Incase, international air traffic is concentratedfrom TIA to SIA, it will get more than 6 millionpassengers per annum by 2028. In the finalphase, SIA will have the capacity to handleup to 60 million passengers annually.Construction of fast track link from Nijgadhto Kathmandu, declaring the airport area asSpecial Economic Zone, governmentguarantee for the supply of electricity, waterand other utilities will be the basicrequirements for the viability of this airport.The internal rate of return in this project isexpected to be low, (around 10%), someamount of state support may be necessaryto fill the viability gap. SIA is a must for Nepal.There is strong possibility of attracting privateforeign investment. This will save billions ofRupees of tax revenue of the government.Therefore, transparent policies and




fight to anything create this policy.I had 34 meetings � not one, not twobut 34 � with the Prime Minister. Ifaced different objections at eachmeeting but I kept up the pressureand finally they accepted. After somuch resistance and argumentsthen, now you find Bangalore, Delhiand Mumbai airports have gone forprivatization. �.once you do thatyou just watch out for thedevelopment. It starts to happen."Expecting similar endeavor to comefrom dedicated politicians, let ushope that our statecraft will also besuccessful to devise an appropriatemechanism to develop and manageT I A a n d S I A w i t h g l o b a lcompetitiveness.

References:

1.Conference Paper of Chief Secretaries of India, onPPP in Infrastructure: 20thMay, 2006 ()

2. Policy on Airports: Ministry of Civil Aviation, Govt.of India, December 19973.

3 .Nirmal Krishanani:Hyderabad Rajiv GandhiInternational Airport: The making of an Indianaviation icon, Published by .GMR HyderabadInternational Airport Limited, Hyderabad, 2008

4.Acced on December 5 2011.5.Bureaucrats in Business: the Econonic-s and Politics

of Government Ownership: World Bank policyresearch report, 1995.

6.Sumana Chaudhuri; Impact of Privatisation onPerformance of Airport Infrastructure Projects inIndia: a Preliminary Study



INFORMATION

ATM community depends extensively on theprovision of timely, relevant, accurate,accredited and quality-assured informationto collaborate and make decision. Sharinginformation on a systematic way will allowthe ATM community to conduct its businessand operations in a safe and efficient manner.

SAFETYSafety is the highest priority in ATM and acomprehensive process for safetymanagement is implemented that enablesthe ATM community to achieve efficient andeffective outcomes.

collection and evaluation of Safety DataData for use in safety monitoringprogrammers should be collected from aswide a range of sources as possible, as thesafety-related consequences of particularprocedures or systems may not be realizeduntil an incident has occurred .Theappropriate ATS authority should establisha formal incident reporting system for ATSpersonnel to facilitate the collection ofinformation on actual or potential safetyhazards or deficiencies related to theprovision of ATS, including route structure,procedures, communications, navigation andsurveillance system and other safetysignificant systems and equipments as wellas controller workload.

Aviation organizations require information Flow asmuch as aircraft require fuel

Shishil Chitrakar



Safety-related reports concerningthe operation of air traffic services,including air traffic incident reports,shall be systematically reviewed bythe appropriate ATS authority inorder to detect any adverse trendin the number and types of incidentswhich occur. Reports concerning theserviceability of ATS facilities andsystems, such as failure of systemand equipment or failure anddegradation of communication,surveillance and other safetysignificant system and equipment,shall be systematically reviewed bythe appropriate ATS authority inorder to detect any trend in theoperation of such systems whichmay have an adverse effect onsafety.

THE NEED FOR SAFETYMANAGEMENT

Traditionally, the need for safetymanagement has been justifiedbased on a predicted industrygrowth and the potential for anincrease in acc idents as aconsequence of such growth. Whileaccident reduction will alwaysremainthe main priority of aviation,there are more compelling reasonsthan stat ist ica l project ionsunderlying the transition to a safetymanagement environment ini n t e r n a t i o n a l c i v i l a v i a t i o nworldwide.

Aviation is arguably the safest mode of masstransportation and one of the safest socio-technicalproduction systems in the history of humankind. Thisachievement acquires particular relevance whenconsidering the youth of the aviation industry, whichis measured in decades, as compared to otherindustries having long history. It is a tribute to theaviation safety community and its unrelentingendeavors that in a mere century aviation hasprogressed, from a safety perspective, from a fragilesystem to the first ultra-safe system in the history oftransportation.

In the first era, which spans from the pioneering daysof the early 1900s until approximately the late 1960swhere aviation could be characterized as a fragilesystem from a safety reliability standpoint. Safetybreakdowns, although certainly not daily occurrences,were not infrequent. It was then only logical thatsafety understanding and prevention strategies weremainly derived from accident investigation. There wasreally no system to speak of; rather the industryfunctioned because individuals literally took it uponthemselves to move it forward. The safety focus wason individuals and the individual management ofsafety risks, which in turn built upon the foundationsprovided by intensive training programmers. Duringthe second era, from the early 1970s until the mid-1990s (the human era), aviation became not only asystem, but a safe system. The frequency of safetybreakdowns diminished significantly, and a more all-encompassing understanding of safety, which wentbeyond individuals to look into the broader system,was progressively developed.

This naturally led to a search for safety lessons beyondthose generated by accident investigation, and thusthe emphasis shifted to the investigation of incidents.This shift to a broader perspective of safety and



risks with the consequences of hazards whichexist in the context in which it must operateto deliver its services.

Safety ConcernSafety is a matter related to everybody. Nosingle person, unit can achieve safety withoutcoordinated and integrated effort from everyconcerned unit. "Some of the best lessonswe ever learn are the ones we learn from ourmistakes and failures.The error of the past is the wisdom andsuccess of the future."

ATS SAFETY MANAGEMENT

States shall ensure that the level of air trafficservices (ATS) and communications,navigation and surveillance, as well as theATS procedures applicable to the airspace oraerodrome concerned, are appropriate andadequate for maintaining an acceptable levelof safety in the provision of ATS.

The requirements in respect of services,systems and procedures applicable toairspaces and aerodromes should be

incident investigation was accompanied bya mass introduction of technology (as theonly way to achieve increased systemproduction demands) and an ensuingmultiple-fold increase in safety regulations.

From the mid-1990s to the present day (theorganizational era), aviation entered its thirdsafety reliability era, becoming an ultra-safesystem (i.e. a system that experiences lessthan one catastrophic safety breakdownevery one million production cycles). From aglobal perspective and notwithstandingregional spikes, accidents became infrequentto the extent of becoming exceptionalevents, or anomalies in the system. Seriousincidents also became fewer and furtherapart. In concert with this reduction inoccurrences, the shift towards a broadsystemic safety perspective that had startedto emerge during the previous eraconsolidated itself. Fundamental in thisconsolidation was the adoption of a business-like approach to the management of safety,based upon the routine collection andanalysis of daily operational data. Thisbusiness-like approach to safety underliesthe rationale of safety management systems.In the simplest terms, SMS is the applicationof business management practices to themanagement of safety. The application ofbusiness management practices to aviationsafety, with its underlying routine collectionand analysis of operational data, has as itsobjective the development of the safetyspace. W ithin that safety space, theorganization can freely roam while deliveringits services, with the assurance that it is withina space of maximum resistance to the safety



established on the basis of a regionalair navigation agreement in orderto facilitate the harmonization ofATS in adjacent airspaces. To ensurethat safety in the provision of ATS ismaintained, the appropriate ATSauthority shall implement safetymanagement systems (SMS) for theair traff ic services under itsjurisdiction. Where appropriate, ATSSMS should be established on thebasis of a regional air navigationagreement

ATS Evaluation

Standardization of procedures andmethods is essential in a servicewhich has international obligationsand which uses procedures involvingmore than one unit. The degree ofstandardization achieved is directlyrelated to the proficiency with whichindividuals perform their duties. Thisin turn determines the efficiency ofthe service given to the users andto the traveling public. Regardlessof the scope of the evaluationcertain common objectives areinvolved. ATS evaluation normallyincludes all or part of the followingprovisions:a)assessing the service provided to

the users for standardization,quality, adequacy, efficiency andeffectiveness;

b)ensuring that operatingprocedures conform to nationalstandards;

c)assessing and making recommendations concerningoperational requirements;

d)identifying any potentially unsafe procedures oroperating practices so that immediate correctiveaction can be taken;

e) detecting problem areas or deficiencies anddetermining probable causes and recommendedcorrective measures;

f) examining the effectiveness of intra-unit and interunit communication and co-ordination;

g) examining personnel utilization, position workloadand unit establishments to ensure compatibility

ATS Planning

Safe and adequate ATS system should result fromsound planning techniques. All relevant operationalfactors must be taken into account and closemeaningful co-ordination between planners and usersis essential. To ensure that an ATS system functionsproperly it must cover the following main factors:a)a navigation aid system which provides for both air

navigation and ATS requirements;b)communications both point-to-point and air-ground;c)specialist equipment for use by ATS personnel; �d)adequately trained and qualified controllers;e)provision of flight data permitting controllers to

constitute a picture of the existing and expectedtraffic situation;

f)provision of information on the status of airnavigation facilities and services, both air andground derived, including meteorologicalinformation.

The system must have sufficient capability andflexibility to accommodate traff ic peaks andreasonable expansion possibilities to cover forecasttraffic increases during a period at least equal to thelifetime of the facility.



Deputy Director, TIACAO

Facilities must be available for controllertraining and there must be a unitmanagement structure which ensuresadequate constant supervision andstandardization of operating methods. Inensuring that all operational factors are takeninto account at the planning stage, plannerswill be faced with many conflictingconsiderations and it is in this area particularlythat the judgment and experience ofinterested aviation activity groups cancontribute to a balanced and logicalproposal.

Conclusion

Correct and up to date information isessent ia l f rom planning stage to

implementation phase. Informationcollection, sharing and analysis are highlyessential for safe operation of AirTransportation and must be used asfundamental tools for Safety ManagementSystem of Organization. Thus we can sayAviation organizations require informationFlow as much as aircraft require fuel .

Be Happy !

REF:Annex 6ATS Planning ManualPANS ATM DOC 4444Safety Management manual ( Doc 9859)



1.Background

Tribhuvan International airport (TIA) being situatedinside the beautiful Kathmandu valley is well knownin the aviation community for its challengingsurrounding terrain, both for Air Traffic Controllersand Pilots. Proximity of natural obstacles around thevicinity restricts the application of precision approachsystem like ILS, MLS, etc. Feasibility studies ofpossibility of precision approach for TIA by JICA, AirServices Australia and Airways International NewZealand in the past revealed that the ILS with 15° off-track and 3.5° glide slope or 5° off-track and 4.1° glideslope is only possible resulting the non-feasibility ofprecision approach at TIA.

Several initiatives such as the publication of a newVOR/DME approach procedure have been undertakento facilitate the airport access by reducing theexcessive step down procedures on the approachpath but these efforts have reached the limits ofconventional navigation. Hence, the application ofPerformance Based Navigation specification especiallythe RNP AR has been sought as one of the mostsuitable alternatives to the limiting conventionalprocedure.

By taking the full benefit of aircraft capabilitiesprimarily the GNSS equipage, RNP allows an aircraftto fly accurate, predictable and repeatable trajectorieswithout relying on ground-based navigation systems.The flexibility in airspace and air-route structuring

Implementation of RNP AR at Tribhuvan InternationalAirport

Suwarn Raj Upadhyay



which is the beauty of PBN especially theRNP AR application that allows the aircraftto circumnavigate the terrains, congestedareas and noise sensitive areas in the finalapproach segment. This benefit has beencurrently grasped by Civil Aviation Authorityof Nepal (CAAN) by adopting the concept ofRNP AR Approach into the TIA operationwhich precludes the current practice ofoverflying the controlling rugged terrainwhile commencing the conventionalapproach.

2.What is RNP AR APCH?

RNP AR APCH is the most sophisticated PBNnavigation specification which requiresspecial authorization for aircraft and aircrewto execute the approach. The RNP AR APCHcriteria apply only to those aircraft andoperators complying with specified additionalcertif ication, approval and trainingrequirements. Thus, implementation of RNPAR procedures extends beyond theprocedure design and includes theauthorization and approval processes- bothairworthiness and operational. It precludesthe necessity of ground-based navigationaids.

Navigation Aid Infrastructure required in RNPAR APCH procedures is GNSS with ABAS likeRAIM and AAIM which provides the lateralnavigation guidance to the aircraft. Theseprocedures published only when thesignificant operational advantages can be

achieved by improving the safety of theoperation. RNP AR APCH operations areconsidered very close to the precisionapproaches and are classified as approachwith vertical guidance (APVs). This type ofoperation requires a positive verticalnavigation guidance system (VNAV) for FinalApproach Segment (FAS) by utilizing thebarometric vertical navigation system (BARO-VNAV).

3.Benefits of RNP AR Approach overconventional VOR/DME procedure

a.General Benefits:ð Infrastructure Aspects:ØNo ground infrastructures are

required. Hence, no financial burden.ØSatellite based navigation and on-board equipments are sufficient for aircraft navigation.

ð Operational Aspects:ØLow visibility operationØReduction in diversions and go-

aroundØReduction in ATC complexitiesØReduction in congestionØIncreases the efficiency of operationØContinuous descent profile of 3° is attainableØMuch like Precision ApproachØMore payload out of terrain/obstacle challenged airportsØEnhanced safety



ð Procedural Aspects:ØRoutes can be designed as per necessityØReduces route complexitiesØStabilized approachØFlexibility and Maneuverability, can beautifully along the Arc, called as RF legØLateral & vertical guided approaches

ð Environmental Aspects:ØFuel savingØNoise abatementØCarbon emission reduction

b. Specific Benefits with regardto TIA

ð Low visibility operation is

possible by lowering the visibility minima. Visibility minima can go as low as 900m forCAT C operations with the decision height 340ft.

ð Go-around tendencies could be reduced dueto the stabilized approach with lower minima. The procedure proposed by QUOVADIS QUOVADIS is a subsidiary of Airbus. after the final discussion with CAAN has the Final Approach Segment (FAS) with shallow glide path angle of 2.58° allowing the stabilized approach until landing.

ð As there is no step down fixes and proceduresand as it is the stabilized approach, engine thrustremains optimum during the approach manoeuvre thereby increases the fuel saving and ultimately reduces the carbon emission.

ð Flexibility in approach procedure design ispossible. In the approach procedure, lots of RF(radius to fix or arc) legs are prevalent rightfrom the STARs up to the Missed ApproachHolding MANRI. Such RF legs enable aircraft tocircumnavigate the hurdling terrain in a veryefficient manner with the help of aircraftautomatics. Terrain in between the 8 to 9 DMEhas been the limitation of existing conventionalVOR/DME RWY02 Approach procedure whichhas been avoided by the proposed RNP AR APCHprocedure.

ðTIA will have much like precision approachprocedure, i.e. RNP AR with lateral and verticalguidance which will certainly increase thereliability of the operation of the airport as well.



CFIT type of occurrences will bereduced because of the non-existenceof step down fixes, stabilized approachand Onboard Performance Monitoringand Alert (OPMA) functionality of theRNP AR Navigation Specif ication.

4.Why RNP AR? Why not RNP APCHand other PBN Specifications?

Different PBN NAVSPECS require differentprotection area depending on their RNAV orRNP value. However, the value ranges from10 as maximum up to as low as 0.1 which isnothing but the lateral navigation tolerancein Nautical mile.

As for as the approach of TIA concerned,RNP AR APCH has got the preference overthe RNP APCH and other PBN specificationsbecause of the fol lowing reasons:

ð RNP AR APCH does not require bufferprotection area while the other PBNSpecifications including the RNP APCHrequires it. Hence, the segment width ofRNP AR APCH is narrower. Almost everysolution is available with RNP ARespecially relating to the flight path.Therefore, this approach is technicallyfeasible even in the narrower valley likeKathmandu.ðThe beauty of RNP AR APCH is thepossibility of RF leg in the FAS which isnot possible in the case of RNP APCH andothers. This RF leg allows aircraft tocircumnavigate avoiding the terrain even

in the FAS. In case of proposed TIA RNPAR APCH, it allows aircraft to fly in thearc path along the mountain gorge byeluding the high terrain in between 8 and9 DME from Kathmandu VOR/DME.

5.What are the mandatory equipages andaircraft capabilities?As the RNP AR APCH operations requiresvery low navigation tolerance limits and verysmall protection area, the onboard systemmust have the path construction, display andadherence capabilities. It must have theNavigation Display/Control Display Unitcapable to display the deviation of the aircraftboth vertically with a resolution of 10 ft orless and laterally with a resolution of 0.01 NMor less. It must have the means to annunciatefailures of any component of RNP, includingthe navigation sensors and such annunciationmust be displayed in the primary view of thepilot.

Besides the above mentioned capabilities,the aircraft should have the following setsof equipment onboard to perform the RNPAR APCH and associated missed approachoperations:

ð Dual GNSS sensorsð Dual FMSð Dual Auto Pilotsð One IRUð Dual Navigation Displayð An operable enhanced ground proximity

warningð ystem (EGPWS/TAWS)



13-17 July 2011 FUGRO GEOID SAS, a French data survey companyrecognized by DGAC France, contracted by QUOVADISperformed an obstacles survey around TribhuvanInternational Airport for the implementation of the RNPAR procedure.

2-3 August 2011 A kick off meeting was held in CAAN for the conceptual procedure design for RNP AR APCH atTribhuvan International Airport. In this meeting,QUOVADIS presented the initial design of RNP AR STARs and Approach for Runway 02.Vigorous discussionwas held about the procedure presented. The meeting agreed on the RNP AR procedure final design to beproduced by the end of December 2011.

5-6 December 2011 CAAN, Quovadis and associated airlines again met in Kathmandu for RNP AR Detail Design ReviewMeeting. The meeting agreed on the procedures with RNP AR STARS fromSouth, West and East, and Approachfrom South.

7 December 2011 As a process to validate the procedure, CAANofficials, QUOVADIS and Qatar Civil Aviation AuthorityRepresentative attended the Simulator Session ofKathmandu RNP AR APCH on Qatar Airways� Simulatorat Doha..The procedure was found appropriate as per its designduring the simulator session. No significant deviation �vertical and lateral was observed and no GPWS warningwas monitored. Procedure was checked in both normaland emergency scenario and found appropriate in boththe scenario.

12-14 Dec 2011 ATM Expert from QUOVADIS conducted one dayPBN training for ATCs focusing on RNP AR APCHprocedure and ATC role. The training was interactive,informative and useful for ATCs. �Pros� and �Cons� of theprocedure were discussed during the training inperspective of Air Traffic Controlling including the phraseology.

As per the MOU between CAAN and QUOVADIS, the

6.Chronology of CAANActivities to implement RNPAR Approach for TIA

The Civil Aviation Authority of Nepal(CAAN) is implementing RequiredNavigation Performance withAuthorization Required (RNP-AR)o p e r a t i o n s a t T r i b h u v a nInternational Airport in the nearfuture with the support ofQUOVADIS.

This RNP-AR project is the result ofan initiative between the CAAN andQUOVADIS with the support ofCOSCAP and ICAO FPP as well asQatar Airways to further improvethe safety of the operations atKathmandu.

31 March-1 April 2011 A workshop with primefocus on RNP AR approach for TIAwas conducted in Kathnmandu withthe facilitation of COSCAP and ICAOFPP in which QUOVDIS personatedthe viability of RNP AR Approach.

Workshop was attended by 65 representatives including almost allthe 29 air operators flying to/from Kathmandu. The survey in the 15 operators have RNP AR APCH capability and 7 operators can be readily upgraded for it. About 68%aircraft fleet are found capable offlying RNP AR APCH.



final procedure will be delivered to CAAN bythe end of December 2011 and demonstrationflight by Qatar Airways will be performed bythe end of January 2012.

CAAN will update the AIP Nepal with thenecessary data and the RNP AR Approachprocedure will be published as AIPSupplement on AIRAC date cyc leJanuary/February 2012. Most probably theprocedure will come in effect by April 2012.

7.Challenges ahead

ð Regulatory provisions for bothoperational approval and p r o c e d u r eauthorization

ð Diff iculties in transition fromconventional environment to PBNenvironment due to lack of sufficientinfrastructures especially the on-boardinfrastructures when we talk of RNP AR operation.

ð Training and expertise constraint indifferent fields (ATCs, Pilots, Engineers,etc)

ð RNP operations may require changesto the ATC system interfaces and display.

ð Mixed navigation (conventional andRNP) may introduce complexity in the ATCoperation.

ð Exploration of the lateral separation

points from the RNP AR STARs, Holdings- RATAN and MANRI and Missed Approachtrack

8.Recommendations

ð Necessary trainings should beprovided in the field of Flight OperationalApproval, Air Traffic Control, ProcedureDesign and Quality assurance. In-housetraining shall be conducted for the AirTraff ic Controllers to deliver theknowledge of PBN technology focusingon RNP AR.

ð Provisions for Regulations andOversight functions should be developed.

ð Provision of Clear and ConciseRoadmap to transition from Conventionalto PBN environment shall be established.

ð In-house capability shall be built forthe maintenance of the RNP AR procedurein the long run.

ð Lateral separation points of Holdingsand STARs shall be identified for thesmooth aircraft operations withinKathmandu TMA.

ð Radar Map shall be updated toaddress the RNP AR trajectories.

9.ConclusionThe implementation of RNP AR operationsat TIA will not only beneficial for airline



Manager, CAAN Head Office

operators by reducing theoperational costs rather it is equallybeneficial to CAAN as well, as it isgoing to enhance the safety andreliability of flight operation into theonly international airport itself.F inally, the benef its fal l onpassengers� domain as they are theultimate user of the approach.Hence, with the development of allthe necessary measures, RNP AR willbe the safest and best alternative tothe conventional approach thatcould allow TIA to experience theessence of APV approaches (muchlike precision approaches) withoutthe huge investment on ground-based infrastructure.



The issue of just how much governmentintervention is necessary in a free enterprisesystem is an ongoing battle betweenproponents of laissez-faire (�leave it alone�)to proponents who argue that continual andintense government monitoring is necessaryto protect the consumer.

Deregulation is the removal or simplificationof government rules and regulations thatconstrain the operation of market forces.Deregulation does not mean elimination oflaws against fraud or property rights buteliminating or reducing government controlof how business is done, thereby movingtoward a more laissez-faire, free market. Itis different from liberalization, where moreplayers enter in the market, but continuesthe regulation and guarantee of consumerrights and maximum and minimum prices.An example of Deregulation would beFinancial Deregulation. Liberalization refersto a relaxation of previous governmentrestrictions, usually in areas of social oreconomic policy. In some contexts thisprocess or concept is often, but not always,referred to as deregulation. Deregulation isdifferent from liberalization because aliberalized market, while often having fewerand simpler regulations, can also haveregulations to increase efficiency and protect

The issue of Regulation and Deregulation of the AirlinesIndustry

Narayan Prasad Giri



consumers' rights, one examplebeing anti-monopoly legislation.However, the terms are often usedi n t e r c h a n g e a b l y w i t h i nderegulated/liberalized industries.

p a r a l l e l d e v e l o p m e n t w i t hderegulation has been organized,with ongoing programs to reviewregulatory initiatives so as tominimize, simplify, and make morecost effective regulations. Suchefforts may bring momentum andliveliness in the industry by theregulatory flexibility legislation.The stated rationale for deregulationis often that fewer and simplerregulations will lead to a raised levelof competitiveness resulting inhigher productivity, more efficiencyand lower prices. It is one ofinfluential measures of worldwidebusiness regulations that hasinspired mostly deregulation.

One can distinguish betweenderegulation and privatization.Privatization can be seen as takingstate-owned service providers intothe private sector. This can result inmaking the privatized enterprisemore subject to market forces thanwas the state-owned entity. But thedegree to which there is freedom tooperate in the market and theextent of competitiveness in themarket for the goods and services

of the privatized entity or entities may depend onother measures taken in addition to privatization.

Deregulation allows the economy to grow on its ownterms. A free market economy puts power in thehands of purchasers.

History

While viewing at the history of deregulation, manyindustries in the United States became regulated bythe federal government in the late 19th and early 20thcentury. Entry to some markets was restricted tostimulate and protect the initial investment of privatecompanies into infrastructure to provide publicservices, such as water, electric and communicationsutilities. With entry of competitors highly restricted,monopoly situations were created, necessitating priceand economic controls to protect the public. Otherforms of regulation were motivated by what was seenas corporate abuse of the public interest by businessesalready extant, such as occurred with the railroadsfollowing the era of the so-called robber barons. Inthe first instance, as markets matured to whereseveral providers could be financially viable offeringsimilar services, prices determined by competitionwere seen as more desirable than those set byregulatory process.

One problem that encouraged deregulation was theway in which the regulated industries often controlledthe government regulatory agencies, using them toserve the industries' interests. Even where regulatorybodies started out functioning independently, aprocess known as regulatory capture often sawindustry interests come to dominate those of theconsumer. A similar pattern has been observed with



the deregulation process itself, ofteneffectively controlled by the regulatedindustries through lobbying the legislativeprocess. Such political forces, however, existin many other forms for other special interestgroups.

Deregulation gained momentum in the 1970s,influenced by research at the University ofChicago and the theories of Ludwig vonMises, Friedrich von Hayek, and MiltonFriedman, among others. Two leading 'thinktanks' in Washington, the BrookingsInstitution and the American EnterpriseInstitute, were active in holding seminars andpublishing studies advocating deregulatoryinitiatives throughout the 1970s and 1980s.Alfred E. Kahn played an unusual role in bothpublishing as an academic and participatingin the Carter Administration's efforts toderegulate transportation.

Controversy

The deregulation movement of the late 20thcentury had substantial economic effects andengendered substantial controversy. Aspreceding sections of this article indicate,the movement was based on intellectualperspectives which prescribed substantialscope for market forces, and opposingperspectives have been in play in nationaland international discourse.The movement toward greater reliance onmarket forces has been closely related to thegrowth of economic and institutionalglobalization between about 1950 and 2010.

There are a significant number of risksassociated with economic liberalisation andderegulation, which many see the need tosecure against with regulation that does notdistort markets and allows them to continueto be competitive, or perhaps even more so.Much as the state plays an important rolethrough issues such as property rights,appropriate regulation is argued by some tobe "crucial to realise the benefits of serviceliberalisation". Regulation can play animportant role in, but not exclusive to, thefollowing situations:

· creating a level playing field andensuring competition (e.g. ensuring newenergy providers have competitiveaccess to the national grid);

· maintaining quality standards forservices (e.g. by specifying qualificationrequirements for service providers);

· protecting consumers (e.g. from fraud);· ensuring sufficient provision of

information (e.g. about the features ofcompeting services);

· preventing environmental degradation(e.g. arising from high levels of touristdevelopment);

· guaranteeing wide access to services(e.g. ensuring poorer areas where profitmargins are lower are also providedwith electricity and health services); and

· preventing financial instability andprotecting consumer savings fromexcessive risk-taking by financialinstitutions.



These issues can cause high levelsof market distortions and barriersto entry. For instance, regulationensuring that specific qualificationsare needed to provide a service canbe problematic for foreign firmswishing to invest, when thosequalifications are provided only bydomestic institutions. Thus,regulation must be carefullyimplemented and respond to anyissues that develop to ensure thatliberalisation delivers the expectedbenefits, for instance by creatingmutual recognition agreements(MRAs) of qualifications or cross-border harmonisation of rules.Regulation often involves a complexbalancing act between market andsocial objectives and it is arguedpolicy space is required to ensureregulation can constantly beadjusted and adapted to changingmarket and social real it ies.

Deregulating Airlines

In 1976, the airline industry wasderegulated. Until that time, the U.S.airline industry was governed by theCivil Aeronautics Board (CAB). Eachcarrier�s routes and prices were setby this government organization.The U.S. airline industry operatedwith a somewhat impreciserelationship between costs andrevenues. Airfares were set by route

in consultation with the airlines flying them accordingto a standard cost-plus formula. Many of the lessfrequently traveled routes were subsidized by thehigher fares charged on the major routes. Thisarbitrary methodology reduced or eliminated theneed to compete based on operational efficiency andconsumer satisfaction. The system virtuallyguaranteed airline costs would be covered. Once priceguarantees were lifted, there was a significant re-positioning of and restructuring within the entireindustry as the airlines needed to become moreefficient in order to compete.

The Airline Deregulation Act, 1976 opened up the U.S.airline business to free market principles, whichspurred a dramatically larger, more accessible and,some say, a more affordable industry. On the positiveside, deregulation opened the market to manycompetitors and low-cost airlines often with less frillsthan existed under regulation. On the negative side,many carriers disappeared through mergers,acquisitions and bankruptcy. But in reality, that is theessence of the free market economy. The strongsurvive and the weak perish as in the animal kingdom.

According to the General Accounting Office (GAO),airline fares decreased by 21% from 1990 to 1998.Average airfares declined and quality of serviceimproved at 168 of the 171 airports examined generallybecause of competing service from a low-fare carrier.ÊConsumers today can buy air travel today for one-half the purchasing power of a 1968 dollar, and aboutone-third of a 1950 dollar. I can personally rememberpaying $800-$900 for a round trip ticket between LosAngeles and New York in the 1970s -1980s, whereinI can fly on one of the no-frill airlines today for a fareas low as $99.



The Consequence of Deregulation

Even the partial freeing of the air travel sectorhas had overwhelmingly positive results. Airtravel has dramatically increased and priceshave fallen. After deregulation, airlinesreconfigured their routes and equipment,making possible improvements in capacityutil ization. These eff iciency effectsdemocratized air travel, making it moreaccessible to the general public.

Since passenger deregulation in 1978, airlineprices have fallen by 44.9 percent in realterms according to the Air TransportAssociation. Capacity utilization (�loadfactors�) increased, allowing fare reduction.Passengers save $19.4 billion dollars per yearfrom airline deregulation. The real benefitsof airline deregulation are being felt todayas never before, with Low Cost Carriers(LCCs) increasingly gaining market share.

The rigid fares of the regulatory era havegiven way to today�s competitive pricemarket. After deregulation, the airlinescreated highly complex pricing models thatinclude the service quality/price sensitivity ofvarious air travelers and offer differentialfare/service quality packages designed foreach. The new LCCs, however, have farsimpler price structures�the product ofconsumers� (especially business travelers�)demand for low prices, increased pricetransparency from online Web sites, anddecreased reliance on travel agencies.As prices have decreased, air travel has

exploded. The total number of passengersthat fly annually has more than doubled since1978. Travelers now have more convenienttravel options with greater flight frequencyand more nonstop flights. Fewer passengersmust change airlines to make a connection,resulting in better travel coordination andhigher customer satisfaction. Because of theeffect of deregulation on the airline industry,air traffic has increased tremendously.Consequently, it has posed challenge to theAir Traffic Controllers (ATCs). This requiresupdating and modernizing the Air TrafficControl system and managing slot system soas to develop efficiency and competency,especially in the congested airports.

The analysis of fares and service afteradoption of deregulation provides evidencethat consumers have benefited from lowerfares after the airlines were deregulated.Since deregulation, competition has generallyincreased, traffic has expanded, and fareshave declined. As predicted by the framersof deregulation, airline markets have becomemore competitive and fares have fallen sincederegulation. For consumers, airfares havefallen in real terms since 1980 while servicehas generally improved.We can summarize the effects ofderegulation as under:1. Hub and Spoke-widespread development

of Hub-Spoke Network2. New Carriers3. Increased Competition4. Discount Fares5. Growth in Air Travel



6. Frequent Flyer Programs7. Computer Reservation System(CRS)8. Code sharingFew things were left for regulationafter the deregulation commenced.They may be summarized as under:

The regulation of traffic rights as tothe bilateral, consequently liberalsky policy and open sky policyagreements were fo l lowedliberalizing international aviationmarkets and increasing importanceof global airline alliances in one hand;exchanging traffic rights, withoutany limitation on routes, the numberof carriers or capacity; and provideliberal regimes for pricing, charters,cooperative marketing agreementsand other commercial opportunitieson the other.I t can be safe ly sa id thatderegulation, with the exception ofa few isolated incidences, lowerscosts, improves service, and opensthe industries to more efficientcompetitors.Air transportation regulationappeared to favor incumbentcarriers, those in passengertransport more than in air-cargo. Its u p p r e s s e d n e w e n t r a n t s .Deregulation has permitted suchcarriers to flourish, leading to greatlylowered prices for air-passengertravel and to more timely delivery

modes for air-cargo.

Air carriers are no longer in the same straightjacketthat they were in during the days of economicregulation. But deregulation has not moved the airtransportation industry quickly into a new equilibriumconfiguration. Instead, deregulation has enabled aplethora of creative destruction. Consumers havegained enormously from lower fares. Innovation hasbeen rampant. New industries and firms have beenborn and reconfigured. Operations have beenredesigned. Deregulation has enabled a dynamic, nota static, marketplace.

Looking into the legislation

When we look into the Nepalese system of legislationfor the regulation of airline industry we have MinistryOf Tourism and Civil Aviation (MOTCA) representinggovernment which has the authority to regulateairlines for license to establish and operate airlineindustry in Nepal as to the Civil Aviation Act 2015. TheAct also confers authority to the government to framethe rules for granting permission for the airportconstruction and prescribe fees thereof compensationnecessary for the cost of the public property, theaircraft search-rescue and investigation, protectionof environment, above all the safety and security ofthe aircraft and passenger.

There are government regulations: Civil Aviation Rules2046 and Civil Aviation Regulation 2024 for aviationsecurity and aircraft accident investigation. In termsof air fare Civil Aviation Authority Nepal (CAAN) hasbeen conferred authority by the CAAN Act 2053 torecommend to the government and therebygovernment fixes upper and lower limit the airlines



find the rate remaining within. In this caseairlines have some type of autonomyresembling somehow to the deregulation.CAAN also looks after primarily the aviationsafety matters with regard to airlineoperation as to the Act 2053. Airlinesoperating certificate is provided by CAAN. Itoversees all safety matters of the airlines.Unlike Nepal US has three different bodiesin terms of the regulation of airline operation.There is FAA which oversees air navigation,safety, and airport investment; theDepartment of Homeland Security, whichoversees passenger security; DOT whichoversees international agreements and hasa mandate to protect consumers from unfairand deceptive practices in air transportationand its sale.Complete deregulation may create some typeof situation which causes weaker to be theloser. Many of the cases indicate thatregulation somewhere in the industry isnecessary for the protection of publicwelfare, life and property of the people andprotection of the industry as well. Therefore,some regulation is necessary to protect theweaker party. For instance, the framers ofthe US legislation recognized that thisapproach could cause some airlines to failand could lead to some communities losingsome levels of service. As a result, the actcreated the Essential Air Service (EAS)program which subsidizes air service to smallcommunities. The act also established theEmployee Protection Program (EPP).

When we talk of Nepalese airlines business,

many of the private air l ines havemushroomed, some of them are well grownup like Buddha and YETY; whereas the publicair carrier i.e. Nepal Airlines Corporation(NAC) established on Ist July 1958 with someprerogatives as to its Act 2019, is about tosink down. The reason may be the lack ofderegulation in case of NAC because someof the private airlines enjoying some type ofliberalization seem to be establishing in themarket. As compared to them, NAC is not ina good position; though some of the analystssay that one of the reasons may be thepolitical interference. Some type ofderegulation equally applicable to all theairlines companies may avail of theopportunity commensurating with theliberalization as enjoyed by other privateairlines companies may let NAC to improveand rescue from so-called politicalinterference. This may require dissolving theNAC Act 2019 and managing the necessaryprovisions under the Aviation Umbrella Actso as to establish it as the dynamic company.It is necessary to rescue NAC from suchdifficulties and let it stand on its own footbeing able to survive in the environment oflawful competition so as to move ahead inthe age of globalization.

Conclusion

Matters as mentioned above deliver a typeof insight on the issue of deregulation ofainlines industry that it is a product of freeeconomy bringing competition in the marketto provide free environment for standing on



one's own foot to stay in thebusiness where incapable maydecline and efficient one may growup. This is why some type ofregulation in the business along withthe deregulation may be requiredto protect the industry and thepublic interest. This may be fruitfulf o r t h e o v e r a l l i n d u s t r ydevelopment. Th is may bematerialized through the efficientlegislation which may reflect theachievements of good governanceincluding both the interests of publicwelfare and the fruits of freeeconomy so that it may be able tolead the industry to flourish.

References

http://www.apatheticvoter.com/RegulationDeregulation.htmttp://en.wikipedia.org/wiki/Deregulationhttp://en.wikipedia.org/wiki/Liberalizationhttp://www.gao.gov/new.items/d0

6630.pdfhttp://www.apatheticvoter.com/RegulationDeregulation.htmhttp://www.aeaweb.org/annual_mtg_papers/2008/2008_264.pdfhttp://www.gao.gov/new.items/d06630.pdfhttp://cei.org/studies-issue-analysis/airline-deregulationhttp://www.avjobs.com/history/airline-deregulation.asphttp://www.gao.gov/new.items/d06630.pdfhttp://www.gao.gov/new.items/d06630.pdfhttp://www.avjobs.com/history/airline-deregulation.asphttp://www.apatheticvoter.com/RegulationDeregulation.htmhttp://en.wikipedia.org/wiki/Deregulationhttp://en.wikipedia.org/wiki/Deregulationhttp://www.ehow.com/about_6403484_economic-deregulation-vs_-regulation.htmlhttp://www.apatheticvoter.com/RegulationDeregulation.htmhttp://en.wikipedia.org/wiki/Deregulationhttp://en.wikipedia.org/wiki/Liberalization




Evolution of CRM

History of CRM is traced back to theworkshop arranged by National Aeronauticsand Space Administration (NASA) in 1979 onresearch into the causes of air transportaccident.

First generation CRM program was initiatedby United Airlines in 1981 with a focus onhuman factor aspect known to contribute toaviation accident. The focus was also largelyon psychological testing and generalmanagement concepts, leadership andmanagerial effectiveness. In addition toclassroom training, some programs also wereincluded such as full mission simulatortraining (line oriented flight training), wherecrew practice interpersonal ski l ls .

Second generation CRM training was initiatedby NASA organizing a workshop of airlines.The conclusion of the working group at theworkshop was that CRM training to beviewed as separate component of the pilot-training.

A new generation of CRM training coursewas beginning to emerge with focus oncockpit group dynamics and adopted achange in the name from cockpit to crewresource management dealing with morespecific aviation concept relating to flight

Fifth Generation CRM Threat and Error Management

Govinda Poudel



operations and team orientedaspects such as team building,brief ing strategies, situationawareness and stress managementetc.

Third generation CRM was startedin the early 1990s. The training beganto reflect organizational, cultural,and integrated CRM with technicaltraining and focusing on specificskills and behaviors that pilots coulduse to function more effectively. Inthis generation of CRM flight deckautomation was also included. Anew concept of joint CRM trainingwas introduced on which cabincrew, f l ight dispatcher andmaintenance personnel wereincluded.

Fourth generation CRM has includedthe advance qualification program(AQP) by Federal AviationAdministration in 1990, requiring toprovide crew training both on CRMand LOFT (Line Oriented FlightTraining).CRM helps to solve theproblems associated with humanerror as it is an integral part of allflight training.

Fifth generation CRM training hasdealt on error management inrecognition of the fact that it isimpossible to eliminate human error.It is agreed that human and error

can not be separated; it can be reduced but cannotbe eliminated. Human error induces the hazards whichare the contributors to accidents.Error is defined as �an action or inaction by anoperational person that leads to deviations fromorganizational or the operational person�s intensionor expectations.�

Error management is defined as �the process ofdetecting and responding to error with countermeasures that reduce or eliminate the consequencesof error and mitigate the probability of future errorsor undesired aircraft states.�Underlying the fifth generation of CRM is the premisethat human error seems to be everywhere and everytime. Moreover, it is inevitable and a source ofinformation. If error is inevitable, CRM can be seenas a set of error countermeasures with the followingunits of defense.

1. Avoidance of error by thorough planning2. Trapping incipient error with continual cross

checking and vigilance and reducing consequences of error through improved checklist management, task prioritization anddecision making strategy.

3. Mitigating the consequences.

Fifth generation CRM has aimed to present errors asnormal occurrence and develops strategies, developsa more team oriented concept to manage the errorby breaking the error chain.Corrective action to minimize the error can be shownas below.



Mitigation of Consequences of error

1. Avoid

2. Trap

Safe flight3. Manage(incase of positive effect)

Accident / incident(Incase of negative effect)

Safe flight

Safe flight

Out come

òñ

- There are many threats in the aviationworld in all areas, which cannot be completelyremoved.- We need to develop strategies tomanage, to protect against the threats andreduce the frequency and severity of humanerrors.- Threats are external situations thatmust be managed by the cockpit crew duringnormal everyday flights.

The fundamental purpose of CRM training isto improve flight safety through the effectiveuse of error management strategies inindividual as well as systematic areas ofinfluence. It also helps to review actualairlines accidents and incidents in order tosolve the problems resulting out of dilemmas.

The action taken by participating aircrewshould be analyzed through the use of feedback system which will enhance crewmembers� awareness of their surroundingenvironment, make them recognize and dealwith similar problem and help them to solvesituation that might occur to them. Henceit is only reasonable to focus CRM as threatand error management (TEM) training. Itmust be continuously enforced and it mustbecome an inseparable part of theorganization-culture. The objective of fifthgeneration CRM is the integration of TEMinto CRM.

The TEM perspective proposes that threatsand errors are present all the time in theoperational environment within which crews



standard.3. Proper communication with ATC.4. Proper decision making, maintaining situational

awareness.5. Effective training and continuous evaluation.

Latent threats are those threats which are not readilyobservable by the crew. It may pertain to culture,professional level, organizational policy andprocedures etc which can lead to an undesired aircraftstate. While the geneses of threats are outside theinfluence of the crew, it is important that training isdesign to provide flight crew with the tools torecognize unique prevalent threats, to their specificairlines operations. Flight crews that are well equippedin terms of recognizing threats evolve as moresuccessful in managing the potential errors, andthreats that might generate during flight operations.

What is error?Error is an action or inaction that leads to deviationfrom organizational or professional intention orexpectations, which tend to reduce the margin ofSafety and increase the probability of accident orincidents.

¨ Generally people do not commit error intentionally.

¨ All the time we shall anticipate occasions when human error can occur.

¨ We shall focus on correcting the factors that contribute to human error.

¨ Any act may be unsafe when it is

operate the flight. Threats arefactors that originate outside theinfluence of the flight crew whichmust be managed by them.Therefore threats are external tothe flight deck. They increase thecomplexity of the operationalenvironment and thus have thepotential to foster flight crew error.The latent threat those are tangibleand observable to the crews are

1. Adverse weather, icing, wind-shear etc.2. Difficult ATC clearance, language,late changes etc.3. Aircraft malfunction in operativecomponents etc4. Cabin distraction, ground andramp problem / maintenance etc.

The total elimination of threatswould only be possible by not flyingat all. What is important is that crewsrecognize threats and can applycounter measures to avoid ormitigate their effect on flight safety.

Some of the mitigating elements toerror are1. Use of SOP, checklists, memoryitems etc.2. Following the operatingprocedures and execute correctly without deviatingfrom the



associated with hazard or the same act may not become unsafe, if it is not associated with hazard.

Example1. There is nothing inherently unsafe in not

wearing / having a life jacket. If the aircraftis not flying over water.

2. It becomes an unsafe act when the aircraftis flying over water and a person gets neardeep water without wearing / having a lifejacket.

Action Error

Type of action:-During any action a person can commit errorbeginning from one or other of the following.

¨ Beginning of error or causes of the error are as follows.

1. Slip2. Lapses3. Mistakes4. Violations

1. SlipSlip is an attention failure, caused mainly byi. Distractionii. Preoccupation.2. Lapses

A lapse is a memory failure caused mainly byPoor recall procedures which may beRules and / or skills such as,

® Missed action / omission

® Failed to do something® Lapses of memory and / or attention;® Missed / incorrect read backs® Slip and lapse are �unsafe acts�caused by unintentional actions.

3. Mistakes

1. Somebody does something believing it to be correct, when it was, infact wrong.2. An error of judgment / wrong selection � mistakes are (i) rule based and (ii) knowledge based.

¨ Faulty plan¨ Intentional / unintentional

a) Rules based mistakes,ü Wrong rulesü Right rules � wrong timeü Right rules � poor application

b) Knowledge based mistakes,ü Inadequate knowledge or dataü Insufficient timeü Poor problem solvingü Poor decision making

4. Violation

1. Somebody does something knowing it to be against the rules2. Deliberately failing to follow procedures.¨ Deliberate



Senior Manager, Yeti Airlines

¨ Illegal action

The findings of aircraft accidents inNepal issued by the investigation-commissions are associated withprobable causes as CFIT, pilot errordue to lack of proper decisionmaking and situational awareness.Other important issues aretemptation of the crew to completethe flight even not in normalcondition. The reason behind it ishuman nature to show superior orbetter than other pilot(s) or toimpress the management. Similarly,

exceeding of limitation, which may be human as wellas time, weather and environment including terraindue to overconfidence of the pilot. Therefore fifthgeneration CRM can help the pilot to recognize threatsand apply counter measures to avoid or mitigate theeffect on flight safety. It is high time for the authorityand the airlines of Nepal to arrange a CRM trainingprogram accommodating the elements as suggestedby fifth generation CRM which helps the pilot torecognize the threats and to apply counter measuresto avoid or mitigate the threat.



Congestion of Tribhuvan International Airport(TIA) has become a chitchat topic these daysamong aviation people. Is TIA really becomingcongested? It seems crowded but not to theextent that TIA cannot handle. There are 27international and 12 domestic airlinesoperating their air services from this airport.Yes there are only 9 international aircraftparking aprons and sometimes it is congestedbut one should look for the reason behindthis. Most of the airlines have got favourableslot for parking as they want. The chain effectof that slot timing goes up to car parks. It isridiculous to say that 30 international flightscan make TIA congested when it has 9international parking bays and operates 18and half hours a day. Basically, if we assignone and half hours turnaround time for eachinternational aircraft, we can accommodatemore than a hundred aircrafts a day on theparking bays. TIA has a single runway of3050m long for different types of fleet fromDHC6 to Boeing 777 and each flight is counteda single flight every day, no matter whetherit is 16 seated Twin Otter or 319 seated Boeing777 aircraft. They are treated equally as onesingle traffic as per the prevailing rules ofthe air. In 2010 TIA handled 19417 international

Air Traffic Trend in Tribhuvan International Airport

Year International Growth (%) Domestic Growth (%) Total Growth (%) 2006 vs 20102006 11057 61291 72348 International Domestic2007 11899 7.62% 65443 6.77% 77342 6.90%2008 14276 19.98% 69286 5.87% 83562 8.04%2009 14228 -0.34% 6995 8 0.97% 84186 0.75%2010 19417 36.47% 79875 14.18% 99292 17.94% 75.61% 30.32%

TIA is not yet congested!!

Sachit Bhakta Pokharel



flights/ 236558 passengers and79877 domestic flights/ 1554701passengers. It shows that flight-passengers ratio in internationalflights is 1:125 whereas in domesticflights it is only 1:19. The currentinternational terminal is able tohandle 1,350 Per Hour Passenger(PHP) with adequate level of serviceand it is good enough to handle suchvolume of passenger if managedefficiently.It means that the reason for airportsbeing congested is the domestic airtraffic and the frequencies beingused. If we try to reduce the numberof flights from domestic operation,we need to use big fleet instead ofsmall ones. Alternate of TIA wereexplored several t imes andinfrastructures in airports wereadded to deal with congestion.Gradually, because of increasingurbanisation of Kathmandu, TIA ismoving towards the centre of thecity. Kathmandu is administrativeand business centre of countrytherefore people want to move toKathmandu. If we start to build asecond international airport today,it may take another 10/15 years toget ready for flights. It will probablycommence flights on 2022/2027. Itis a fact that TIA is the onlyinternational gateway for the nextdecade. Therefore it is unavoidablethat pr ior ity should be oninternational operation rather thanin expansion of domestic operation.

Most of the domestic airlines want to have theiroperating base at TIA and the reason is obvious fromairline business point of view. About 100 of mountain(view) flights are operated early in the morning fromTIA and if schedule time is shifted due to bad weather,it hampers other flights. These flights originate fromand make final landing at TIA. Hence, a single flightmakes TIA busy twice early in the morning and itimpacts international flights. Similarly, most of theinternational flights are concentrated during midday.It might be the reason of connecting flight to theirhub, unpredictable weather of Kathmandu or thestrict operating policy of the airlines.

It is important to systematically manage the annuallyincreasing f igure of the airlines, aircraft andpassengers arriving from many parts of the world atTIA. It is an inevitable truth that a major fraction ofnational economy is based on remittance and till datethe country's job market is too small to accommodateall unemployed people & those who work abroad.Their movement raises the number of air passengers,thus airlines are increasing their flight in terms of sizeand number of fleet. Similarly, government has beenlaunching different types of national activities as VisitNepal Year, Nepal Tourism Year, Lumbini Year etc. toincrease the tourist flow into the country. All theseactivities increases the number of air travellers andultimately air traffic.

Approach path of TIA has always been a concern forthe airmen and aviation authority, airlines and otherconcerned agencies. They have continuously beenexploring the advancement of the approachprocedures and new technology to deal with this.Now, it seems that adoption of Performance BasedNavigation System could simplify some portion ofexisting abrupt approach. The achievement ofprocedures may attract new airlines to the country



opening new gateway for the air travellers. -

Again talking about domestic flights,previously there were few airports that couldoperate in all weather and had all size offleets. But time has changed and most of theairports located in the south of the countryhave been developed and strengthened. Theycan handle medium size of aircrafts for thedomestic air operation. Hence, it is time totalk about operating moderate type ofaircraft on domestic trunk-route operation.It is already carried out by the major domesticairlines by using their Jet Stream, ATR typesof bigger propeller aircraft. Thus, if airlinesoperate big aircraft in TIA and use their smallaircraft from regional hub to the remotedestination, it will loosen the congestion atTIA. Ultimately, TIA will face the less smallaircraft congestion.

Air Traffic Controllers working at TIA haverepeatedly raised the issue of on on variousplatforms and it is unavoidable. Likewiseairlines frequently have been complainingabout aircraft holding longer in the air andon the ground as well. Such issues are directlyconcerned to the safety of the air traffic andcannot be compromised at any cost. Hencethe voice of controllers and airmen shouldbe immediately addressed to keep away fromany unwanted disasters.

CAAN is solely an autonomous organisationand any business like organisation cannotignore beneficial venture. It generatesincome of more than 90 percent from TIA.TIA earns more from international operation

than from domestic air operation. It hasobligation of operating social airports, repaythe loan taken on former DCA and for thedevelopment of new airports. It is a fact thatto get such resources CAAN needs toemphasize on international air operation.

To have TIA remain uncongested thefollowing should be done on short term,medium term and long term basis. It can bedone in consensus with air operators.Bureaucratic and political commitment isequally necessary to implement these steps.

Short term:Operating base of the domesticairlines should be shifted from the TIAto other hub airports. Mountainflights and maintenance check fromthe TIA should be minimized and itshould be partially shifted to Pokharaand Biratnagar airports. It increasesthe touristic as well as economicactivities of those places. TIACAO canoffer international flights during thattime. Operation of moderate sizefleets on domestic trunk route canminimize the frequency of smallaircrafts at TIA and it reducesair/ground congestion. Governmenthas started to operate 24 hours citytransport services in Kathmandu;hence it is easy for air passengers toget into airport easily. So, domesticairlines can use their trunk routeoperation in off peak hours. CAANhas been strengthening its domestichub airports by well equipped night



operation facilities.

Medium term:Slot management of TIA isquite essential on issuanceof permission to every newairline or flight. Prevailing slotdistribution should beredistributed. Ramechhapairport should be developedas cargo base for Tenzing-H i l a r y , P h a p l u a n dSyangboche airports. Thusthe domestic cargo handlingcan be minimized. Limitednumber flights for STOLshould be operated from TIAas i t wi l l reduce thecongestion and increase theactivities on other airportseg. Biratnagar, Nepalgunj,Bhairhawa. Most of theflights for STOL airf ieldoperating from TIA should

be operated from nearby airports such asRamechhap, Jiri. On ADB's Loan Assistance,the runway of TIA is going to be extendedtowards south and a type of approach lighton northern side will be added. It will definitelyhelp ATS/Airmen for simultaneous runwayoperation. A rapid exit taxiway is to beconstructed to clear the runway after landingon shortest time.

Long term:It seems that a fully independent militaryairport is needed for military exercise and itshould be built separately or be managed withairports which are not in public uses. Privatesector can be involved to explore and build analternate domestic airport nearby TIA underthe Public Private Partnership as the provisionmade by Aviation Policy 2063. Ultimately, afull phased Second International Airport shouldbe built to distribute the international airtraffic.




A slot allocated under the scheme permitsa specified aircraft movement at a specifiedtime, on a specified day. All commercial,charter and private aircraft require a "slot"to land or takeoff at Tribhuvan InternationalAirport, Kathmandu.

As only one aircraft can land or depart froma runway at a time, and because aircraft mustbe separated by a specified time to avoidcollisions, every airport has its own capacity;so it can handle certain number of aircraftper hour. This capacity depends on manyfactors, such as the number ofÊÊavailable,number of parking bay available, layout oftaxi tracks, availability of air traffic control,and current or anticipated . Especially,weather can cause large variations in capacitybecause strong winds may limit the numberof runways available, and poor visibility maynecessitate increases in separation betweenaircraft. Air traffic control can also be limiting,there are only a certain number of aircraftan air traffic control unit can safely handle.Staff shortages, radar maintenance orequipment faults can lower the capacity ofa unit. This can affect airport, air trafficcontrol as well as en-route.

When an air traffic control unit that willcontrol a flight reaches its highest capacity,arriving aircraft are directed towards wherethey circle until it is their turn to land. Becauseaircraft flying in circles is an inefficient andcostly way of delaying aircraft, it is preferableto keep them on the ground at their place of

SLOT Management in TIA

Raj Bahadur Maharjan



departure, called at. This way, thedelay can be waited out on theground with engines off, savingconsiderable amounts of fuel.Obviously, careful calculation of enroute time for each flight (and theeffect of current wind upon it) andtraffic flow as a whole is neededwhich is highly dependent on.

Each airport and air traffic controlsector has a published maximumcapacity. When capacity exceeds,measures are taken to reduce thetraffic. This is termed regulation. Theaim is to utilize capacity effectively,keeping the average delay as low aspossible, while ensuring capacity isnot exceeded.

Calculated Take-Off Time (CTOT), isalso known as slot time or simplyslot. The slot is actually a period oftime within which take-off has totake place; in Europe it is definedbetween -5 and + 10 minutes fromCTOT. The aircraft is required to beat the runway, ready for departureat its CTOT, the leeway is forÊÊtointegrate the aircraft into the othertraffic.

For the purposes of airportc o o r d i n a t i o n , a i r p o r t s a r ecategorized by the responsibleauthorities according to thefollowing levels of congestion:

a) Level 1: airports where the

capacity of the airport infrastructure is generallyadequate to meet the demands of airport usersat all times.

b) Level 2: airports where there is potential forcongestion during some periodsof the day, week, or season which can be resolvedby voluntary cooperationbetween airlines. A facilitator is appointed tofacilitate the planned operations of airlines usingor planning to use the airport.

c) Level 3: airports where capacity providers havefailed to develop sufficientinfrastructure, or where governments haveimposed conditions that make it impossible tomeet demand. A coordinator is appointed toallocate slots to airlines and other aircraftoperators using or planning to use the airport asa means of managing available capacity.

Why have a Slot Management ?The management of airport slots is required at someairports where the available airport infrastructure isinsufficient to meet the demand of airlines and otheraircraft operators.

1) To minimize the Aircraft parking bay problem,

2) To ensure that the peak hour movements can bemanaged in a non- discriminatory and efficientmanner.

3) Without a planning mechanism for runway andapron movements at the airport, congestionwould increase, imposing a significant cost onairline operators ( e.g. increased holding patterns), airline passengers (e.g. delayed arrival ordeparture), the airport operator (e.g. inefficientuse of the infrastructure) and the community.



4) The Slot Management scheme isdelivering for airport:- less clustering of flights in airline'sschedules;- greater predictability for investment;- reduced time spent by Airservices;- less fuel wastage leading to savings incosts and reduced emissions; and-airlines rescheduling movements toimprove the balance of arrivals anddepartures at certain peak times.

5) Airport management and the airlines totake ownership of the problem of slotmanagement, and the solutions.

Tribhuvan International Airport (TIA) hasconstraints in different sectors. It has hostileterrain all around, congested airspace, typicalsingle runway and taxiway layout, limitedbays, congested terminal and limited facilitiesin terminal building. Besides these facts,almost all the airlines (schedule operator)intend to operate their flights during daytime only. Therefore it is very difficult toallocate slots, approve schedules and givepermission to charter and private flights. Itremains a matter of great discussion in TIAslot management committee. The membersof slot advisory committee have been doingtheir best to advise to allocate slot byanalyzing different related components.

The formation of TIA slot managementcommittee is as follows:

1. General Manager TIACAO - Co-ordinator2. Director, Flight Operation Department,

TIACAO - Member

3. Director, Airport operation and facilitiesdepartment, TIACAO - Member

4. Deputy Director, ATS/SAR Division, TIACAO - Member

5. Deputy Director, GFS Division, TIACAO - Member

6. Chief Station Manager, Nepal Airlines corporation - Member

7. Chairman, Airlines Operator Committee,Nepal (AOC-N) - Member

8. Representative, Airlines Operator Association of Nepal (AOAN) - Member

9. Manager, Flight Schedule and PermissionSection, CAAN HQ - Member

10. Manager, Flight Permission Section, TIACAO - Member secretary

The committee has a limited authority, Itrecommends the slot time and ultimatedecision will be made by Civil AviationAuthority Of Nepal (CAAN), Head quarter.

Reference: IATA Publication, Sydney AirportDemand Management, V isit report ofHongkong and Dacca Airport.

Level 1: airports where the capacity ofthe airport infrastructure is generallyadequate to meet the demands ofairport users at all times.

b) Level 2: airports where there is potentialfor congestion during some periodsof the day, week, or season which canbe resolved by voluntary cooperationbetween airlines. A facilitator isappointed to facilitate the plannedoperations of airlines using or planningto use the airport.



the infrastructure) and the community.

4) The Slot Management scheme is delivering forairport:- less clustering of flights in airline's schedules;- greater predictabil ity for investment;- reduced time spent by Airservices;- less fuel wastage leading to savings in costs andreduced emissions; and-airlines rescheduling movements to improve thebalance of arrivals and departures at certain peaktimes.

5) Airport management and the airlines to takeownership of the problem of slot management,and the solutions.

Tribhuvan International Airport (TIA) has constraintsin different sectors. It has hostile terrain all around,congested airspace, typical single runway and taxiwaylayout, limited bays, congested terminal and limitedfacilities in terminal building. Besides these facts,almost all the airlines (schedule operator) intend tooperate their flights during day time only. Thereforeit is very difficult to allocate slots, approve schedulesand give permission to charter and private flights. Itremains a matter of great discussion in TIA slotmanagement committee. The members of slotadvisory committee have been doing their best toadvise to allocate slot by analyzing different relatedcomponents.

The formation of TIA slot management committee isas follows:

1. General Manager TIACAO - Co-ordinator2. Director, Flight Operation Department, TIACAO - Member3. Director, Airport operation and facilities

c) Level 3: airports where capacityproviders have failed todevelop sufficientinfrastructure, or wheregovernments have imposedcondit ions that make itimpossible to meet demand. Acoordinator is appointed toallocate slots to airlines andother aircraft operators usingor planning to use the airportas a means of managingavailable capacity.

Why have a Slot Management ?The management of airport slots isrequired at some airports where theavailable airport infrastructure isinsufficient to meet the demand ofairlines and other aircraft operators.

1) To minimize the Aircraft parkingbay problem,

2) To ensure that the peak hourmovements can be managed ina non- discriminatory andefficient manner.

3) Without a planning mechanismf o r r u n w a y a n d a p r o nmovements at the airport,congestion would increase,imposing a significant cost onairline operators ( e.g. increasedholding patterns ), airlinepassengers (e.g. delayed arrivalor departure), the airportoperator (e.g. inefficient use of



Manager, TIACAO

department, TIACAO - Member4. Deputy Director, ATS/SAR Division,

TIACAO - Member5. Deputy Director, GFS Division, TIACAO -

Member6. Chief Station Manager, Nepal Airlines

corporation - Member7. Chairman, Airlines Operator Committee,

Nepal (AOC-N) - Member8. Representative, Airlines Operator

Association of Nepal (AOAN) - Member9. Manager, Flight Schedule and Permission

Section, CAAN HQ - Member10. Manager, Flight Permission Section,

TIACAO - Member secretary

The committee has a limited authority, Itrecommends the slot time and ultimatedecision will be made by Civil AviationAuthority Of Nepal (CAAN), Head quarter.

Reference: IATA Publication, Sydney AirportDemand Management, V isit report ofHongkong and Dacca Airport.



Introduction

International tourist arrivals have shown positivetrend both in 2010 and 2011. International tourismgrew by almost 5% in the first half of 2011 totaling anew record of 440 million arrivals. Growth in advancedeconomies (+4.3%) has maintained strength and isclosing the gap with emerging economies (+4.8%),which have been driving international tourism growthin recent years. At the projected pace of growth, itwill reach the 1 billion mark by 2012, up from 940million in 2010. By 2030, the number is anticipated toreach 1.8 billion meaning that in two decades� time,5 million people will cross international borders forleisure, business or other purposes such as visitingfriends and family every day, besides the four timesas many tourists travel ing domestical ly .

There will also be much change beyond the numbers.Future arrivals will be spread more widely across theglobe; the share of international tourism to emergingeconomies will surpass that to advanced ones, andmany of the new arrivals will be to destinations inAsia, Latin America, Central and Eastern Europe, Africaand the Middle East. According to the United NationsWorld Tourism Organisation, the growth ofinternational tourist arrivals will be propelled by Asiaand the Pacific region. The current forecast for thearrival growth rate for 2011 is between 5-6 percent.Hence, every country in the region is working hard toget lion�s share of international tourist arrivals andNepal is not left far behind. The currently favourable

Nepal's Path to Tourism Development

Sunil Sharma



political situation in Nepal has provided astrong base for the development of thetourism industry.

Tourism in Nepal is a priority sector andmainstay of Nepal's economy, generatingUS$ 329 million tourism revenue in 2010 andattracting over half a million foreign visitors(509,956 in 2009 and 602,867 in 2010). Thelast eleven months (Jan-Nov, 2011) have seenconsistent healthy growth of internationaltourist arrivals to Nepal at an average of+21.5%. With 58,156 visitors in the month ofNovember 2011, the total number of visitorsbetween January and November 2011 hasreached to 501,264, the ever highest numberin tourism history of Nepal.

Nepal Tourism Year 2011 Campaign

The year 2011 saw people of all walks of lifeunited to celebrate the national campaign,Nepal Tourism Year 2011 (NTY2011) under thethemes: Together for Tourism - Tourism forProsperity and Prosperity for Stability. Thiscampaign was formally inaugurated onJanuary 14 in the capital city of Nepal,Kathmandu, by Rt. Hon'ble President ofNepal amidst the audience of 35,000 withbig fanfare in the presence of all majorpolitical parties of Nepal, Tourism Ministersand representatives from 13 Asian countries,Secretary General of United Nations WorldTourism Organization, Dr. Taleb Rifai, Foreigndiplomats in Nepal, more than 50international media, high ranking officials,artists, sportsmen and women and people

from different professions. The inaugurationwas quickly followed by Asian TourismMinisters' Conclave where Dr. Rifai'sexpressed tourism's capacity to strengthenthe economy and a major factor for bindinga society. Prior to inauguration, NTY 2011 wasformally launched on February 26, 2010 bythe then Prime Minister Madhav Kumaramidst the fanfare. He launched the formalbeginning of NTY-2011 by lighting a peacelamp brought from Lumbini at the ArmyPavilion in Tundikhel, Kathmandu, Nepal. Themain highlight of the launching was that theleaders of 19 political parties reiterated theircommitment to refrain from any strike thatcould affect the tourism year. Likewise,representatives from tourism and tradeassociation showed their commitment bypledging to make the campaign a big successand avoid any kind of strike in 2011 to maintainpeace and security.

The NTY 2011 campaign has given clearmessage to the world: Nepal has embarkedon peaceful and stable situation and tourismsector has been one of the vehicles ofeconomic transformation in the nation.Therefore, the objectives are set accordingly:establish Nepal as a choice of premier holidaydestination with a definite brand image;improve and extend tourism relatedinfrastructures in existing and new tourismsites; enhance the capacity of service renders;build community capacity in the new areasto cater the need of the tourists; and promotedomestic tourism for sustainability of theindustry. The quantified targets are: one



million annual international arrivals;dispersal of at least 40% of theinternational tourists into emergingand new tourist areas; encourageadditional investment on tourisminfrastructures; and developmechanism to record domestictourism activities. The coordinationfor infrastructure enhancement anddevelopment, product improvementand expansion, domestic as well asinternational publicity, enhancementof community capability and up-gradation of service quality andothers have been most importantagenda for the NTY 2011 campaign.

Most of the critiques have tied thesuccess and failure of NTY 2011 solelyon quantified target of one milliontourists. The NTY 2011 campaign waslaunched to reestablish Nepal as apremier holiday destination in theinternational tourism map. Further,the campaign has clearly stated thedispersal of tourists to newdestinations in Nepal to spread thebenefits of tourism to the peopleacross the country indicating thetourism industry�s exigency toorganize a tourism promotioncampaign having wider impact. Inother words, the campaignenvisioned regional developmentthrough tourism supported by well-d e v e l o p e d n e t w o r k o finfrastructure. The NTY 2011

campaign is instrumental to look for new tourismproducts.

New Tourism Products

The Great Himalaya Trail

Hardcore trekkers have new reason to visit Nepal,with the launching of the 1,700 km trail called theGreat Himalaya Trail (GHT). According to the GHTofficial website, the GHT is one of the longest andhighest walking trails in the world. Winding beneaththe world�s highest peaks and visiting some of themost remote communities on earth, it passes throughlush green valleys, arid high plateaus and incrediblelandscapes. The GHT has 10 sections comprising anetwork of upper and lower routes, each offeringsomething different, be it adventure and exploration,authentic cultural experiences, or simply spectacularHimalayan nature. In other word, the GHT is a networkof existing treks and trails which together form oneof the longest and highest walking trails in the world.Lonely Planet has chosen the GHT as one of the world�sbest long walks for 2011. It states �the GHT spansthe , passing rhododendron forests, high-altitudelakes, 8,000m peaks and the remote communitiesthat call them home � providing vital income andsupport. Do the lot in 160 days, or choose one of tentantalising sections�.

The trail goes through the Kanchenjunga region inthe east linking the Makalu and Everest regions enroute to showcasing the rich ethnic and geographicaltapestry of Nepal. One can view the splendidsnowcovered peaks of Lhotse, Everest and Makalurange. The spectacle enchants every viewer. Furtherto the west of the Everest region is Rolwaling Valley



and in between these two valleys is TashiLabsta pass which is a real challenge forclimbers.

Thereafter the trails arc across the Langtangregion and onto the Manasalu region,offering unimpeded views of the Himalayasto the north. After this slog, it�s on to theAnnapurnas range and after crisscrossing itthere�s Dolpo, famous for its pristinelandscape and Shey Phoksundo Lake. Thisremote and sparsely vegetated region is partof the Tibetan Plateau. The trail then movesfurther uphill to the western regionencapsulating Rara Lake; a rarely trekkedarea noted for its rich biological diversity.Finally, the trail winds up at Humla in the farwest of Nepal along the upper reaches ofKarnali River.

One should remember that there are manypasses in between the GHT connectingdifferent valleys and spectacular regions andsome of these passes are well over 5,000metres. The undulating mountains look asthey have been stitched together and theyare punctuated by occasional passes andi n t e r s p e r s e d b y v e r d a n t v a l l e y s .Undoubtedly, the GHT is the ultimate physicaland mental test for even the most hardcoreadventure traveler. In short, there are manyunexplored areas in Nepal to be explored,with a cornucopia of creatures and a quilt ofexotic cultures.

Namje, New Trekking Trails and Home-StayCNN under the category of �12 best places

you've never heard of �has listed Nepal�sNamje giving good promotion to Nepal.Namje is situated in Eastern part of Nepalwith the majority of Magar people. The NepalTourism Board (NTB) in association withTrekking Agencies Association of Nepal alsolaunched four new trekking trails - Nagi-Narchyang trail from Myagdi to Parbatdistrict, Dhorpatan trail in Myagdi to Baglungdistrict, Panchpokhari trail in Sindhupalchowkdistrict and trekking trails in the lowerSolukhumbu.

Tourism can sustain if local people have sayin it and tourism benefits are shared amongthe people. Tourism provides opportunitiesto people to participate in tourism-relatedbusiness. In order to get benefit out fromtourism, Home-stay programme has beeninitiated in different part of Nepal. Forexample, tourism awareness has helpedcommunity to start home-stay in BhadaHome-stay at Urma VDC, Kailali district runby Tharu community; Home-stay run by ShivaCommunity in Bardia district; Chitlang Home-stay, etc. Here the Shiva community is worthmentioning as it has devised an innovativemethod to deal with dangers of wildlife. TheShiva community learnt that soothing greenmint leaves and the daisy-like whitechamomile flowers drove mega herbivoreslike rhinos away with just their smell. Also,the two plants were found to be high-valuedcash crops. For their efforts, BBC WorldChallenge 2011 has short-listed the ShivaCommunity Forest�s project as one of thetop 12 projects from around the world that



Research, Planning & Monitoring Dept., NTB

demonstrate enterprise andinnovation at the grassroots leveland help in social and environmentalbenefits. Thus, Home-stay has givenopportunities in engaging peopleeconomically and socially in thedevelopment process. However, itr e q u i r e s c a p a c i t y - b u i l d i n gprogrammes to provide skills,technical know-how, and venturecapital fund to start and operateHome-stay or small-scale tourismenterprises.

Conclusion

Tourism development has been anintegral component of economicdevelopment strategies of Nepal, asit is main source of foreign exchangeearnings, creating new jobs,increasing tax revenues andtherefore tourism has beenconsidered as an engine for macro-economic growth. Nepal has animpressive tourism product (nature-

based products, mountains, trekking etc.), withincredible opportunities for growth, yet it faces amagnitude of challenges. Nepal has some structuralhandicaps that hinder the development of a tourismindustry for mountain development and povertyreduction. Key structural handicaps include: limitedinfrastructure development, lack of integrateddevelopment, weak market linkages, and low supplyside capacities. Steps have been initiated in variousways to address the structural handicaps. Building onthe lessons learned from tourism developmentactivities, policy and institutional mechanisms needto be put in place, to encourage local participation inthe design, implementation and management oftourism projects and local use of tourism resources.Tourism can generate major opportunities for Nepal,if the destination is managed properly through stronginstitutional linkages; provision of training, marketing,credit; technical and financial support for localentrepreneurs; improve access to services andinfrastructure; and development of communityincome through tourism-based activ it ies.



General:

In 1940s ICAO established internationalstandards for air navigation systems in orderto ensure safety, regularity and efficiency ofair transportation. And, in 1991, ICAOannounced the concept of new CNS/ATMsystems and recommended States to carryout development of the sub systems andproposed the standards due to numerousproblems caused by service limitations andconsiderable drawbacks of the conventionalsystems. These conventional systems havelimitations and problems like line of sightpropagation, difficulties in implementationin different parts of the world, lack of digitalair ground data interchange systems andnecessity of much budget for installation andmaintenance.

Conventional systems consist of:- Communication: VHF radio for short range,HF radio for long range

- Navigation: Ground based systems such asVOR, DME, NDB and ILS

- Surveillance: ASR, SSR (Mode A/C) andposition report by radio

Hence, ICAO developed concepts of the NewCNS/ATM Systems as shown in the table

Development of New CNS/ATM Concepts and Scope ofGNSS Augmentation System

Birendra Joshi



New CNS/ATM Systems:

The new CNS/ATM systems havedistinct features. It has acombination of satellite and ground-based systems providing a globalcoverage.- It provides seamlessness and easierintegration and interfacing.- It employs air to ground data link

and digital technologies.

Global Navigation Satellite System (GNSS)

Satellite-based positioning is the determination ofposition of observing sites on land or at sea, in the airand in the space by means of artificial satellites. Theimmediate predecessor of today�s modern positioningsystems is Navy Navigation Satellite System (NNSS),also called Transit system. This system was conceived

ICAO Concept of New Communications

Present New? Short range mobile communication ? Short range mobile communication -VHF radio voice -VDL mode 1,2,3,4 and Mode S? Long range mobile communication ? Long range mobile communication -HF radio voice -HF data link, AMSS? Fixed communication ?Fixed communication -Not integrated networks -AMHS, AIDC (AFTN, Direct speech line)

? ATN (Aeronautical Telecom Network) -AMHS, AIDC, VDL, Mode S, AMSS

ICAO Concept of New Navigation

Present New? Short range and landing navigation ? GNSS - VOR, DME, NDB, INS - Positioning Satellite System? Long range navigation : GPS, GLONASS, GALILEO - Loran, INS - Augmentation System

: ABAS, GBAS, SBAS, GRAS - GNSS receiver

Table (1)

Table (2)

in the late 1950s and developed in 1960s byUS military, primarily, to determine thecoordinates and time of vessels at sea andfor military applications on land. The civilianuse of this satellite system was eventuallyauthorized, and the system became usedworldwide both for navigation and surveying.However, the NNSS had two majorshortcomings i.e., large time gaps betweentwo satellite passes and low navigationaccuracy. The navigation system with timeand ranging (NAVSATR) Global PositioningSystem (GPS) was developed by US militaryto overcome the shortcomings of the NNSS.In contrast to these systems, GPS answer thequestions �what time, what position, andwhat velocity is it?� quickly, accurately, andinexpensively anywhere on the globe at anytime. Presently there are four types of GNSS:(i) GPS (Global Positioning System), (ii)GLONASS (Global Navigation SatelliteS y s t e m ) , ( i i i ) G a l i l e o , a n d ( i v )Compass/Beidou. They are either alreadyoperational, or under construction. TheGLONASS is the Russian counterpart toAmerican GPS and is operated by Russianmilitary. Galileo is the European contributionto the future GNSS. A Chinese system calledCompass, which is the evolution of the first-generation regional system Beidou, ispresently under development stage. GPS hasbeen developed by the US Department ofDefense (DoD), and is operated by the USAir Force (USAF). The first satellite waslaunched in February 1978.



GPS Satellites Constellation:

Fig. 1 ? Number of Satellites- 29 satelliteson 20,000km orbits ? Function- provideaccurate position, time information all overthe world ? Position errors-P code: 7m-Civilcode: 10-20m

Various generations of GPS satellites areBlock I, II, IIA, IIR, IIR-M and currently IIF. Theground-segment of GPS consists of sixstations (worldwide), and one at CapeCanaveral of USA. GPS is fully operational,currently even with 30 satellites, instead ofthe nominal twenty four. GPS is in fulloperation since more than one decade.Therefore, it is natural that on the one handfurther technological advances occurred andon the other hand demand for even betterperformance with respect to applicability



30 satellites in 2011. The Galileo system is beingdeveloped by the European Commission (EC) and theEuropean Space Agency (ESA). Once operational, with30 satellites, expected in 2014, the system shall beoperated and maintained by the Gal i leoConcessionaire. A first prototype satellite waslaunched in Dec. 2005 (GIOVE-A). The ground-segmentof Galileo will consist of a worldwide network withabout 40 stations. The Compass system is beingdeveloped by the Chinese government. As a precursorthe Beidou system is used. The Compass system isexpected to be operational by 2012. Compass willconsist of 27 middle earth orbits (MEO) satellites,supplemented by 5 geo-stationary satellites, and 3inclined geo-synchronous satellites, positioned aboveSouth-East Asia (total 35 Compass/Beidou satellites).The first MEO-satellite was launched in April 2007.The Quasi-Zenith Satellite System (QZSS), developedby Japan, provides a regional satellite navigationservice in East Asia and Oceania. QZSS was designedto provide position service in urban canyons andmountainous environments. The first QZSS satellitewas launched on September 27, 2010.

GNSS Augmentation System:

In order to improve the accuracy and integrity of GPSstand alone, the differential GPS (DGPS) techniquewas developed in the early 1980s. The concept ofDGPS is based on using the correlation in rangingerrors between a reference station receiver and DGPSuser receivers to eliminate co-existing ranging errorsin the user ranging measurement. Usually DGPSapplications require a surveyed location for thereference station. This reference station estimatesthe slowly varying measurement errors and forms aranging correction for each satellite in view. The

and accuracy arose. The need forimprovement was driven from boththe military and civil interests andrequests. Beyond these argumentsalso competition is an issue sincesystems of other countries like theEuropean Galileo or the ChineseCompass/Beidou system showedclearer contours, features, anddevelopmental time schedules. OnJanuary 25, 1999, the GPSmodernization program wasannounced officially, aiming at theo b j e c t i v e s t o s a t i s f y t h erequirements mentioned. Themodernization affects the space andt h e c o n t r o l s e g m e n t a n d ,specif ically, the GPS signals.According to GPS modernizationplan, a block IIF satellite waslaunched in May 2010, and GPS blockIII satellites are scheduled from 2013onwards. The GLONASS has beenbuilt to the order of the RussianMinistry of Defense. The f irstsatellite was launched in October1982. Since fall 2003, 2nd generationsatellites (GLONASS-M) are beinglaunched. The first 3rd generationsatell ites (GLONASS-K) werelaunched on February 26, 2011. Theground-segment of GLONASSconsists of 12 stations in Russia andAfrica. GLONASS is currentlyoperational (27 satellites, of which23 are active, and 4 are temporarilyswitched off). Current plans mention



correction data is broadcasted to all DGPSusers in an operational service radiuscentered at the reference station. Thisdifferential correction greatly improvesaccuracy for all DGPS users within the serviceradius. However, there are some limitationsto DGPS. As the reference station isgeographically separated from the user,these corrections are not the exactcorrections for users� ranging errors. Thedifferences between reference rangingcorrections and user ranging errors are calleddifferential ranging errors. The Ground BasedAugmentation System (GBAS) is an exampleof utilizing the DGPS concept. The GBAS isan aircraft precision landing system with theobjective of replacing the current InstrumentLanding System (ILS). The Federal AviationAdministration (FAA) developed the GBASsystem under name of Local AreaAugmentation System (LAAS). Anotherexample of DGPS concept is Satellite basedaugmentation system (SBAS) which is wide-area augmentation system (WAAS), theEuropean Geostationary Navigation OverlayS e r v i c e ( E G N O S ) , t h e J a p a n e s eMultifunctional Transport Satellite (MTSAT)space-based augmentation system (MSAS),or the India�s GPS and Geo-augmentedNavigation (GAGAN). The WAAS has beendeveloped by FAA. The WAAS signal wasmade available for non-safety-of-lifeapplications in 2000. The initial operationalcapability (IOC) started in July 2003. TheWAAS currently relies on the service of threeleased geostationary satellites positioned at98° W, 107° W, and 133° W latitude. There are

38 wide-area reference stations throughoutNorth America (in Canada, Mexico and US,including Alaska and Hawaii) and Puerto Rico.On June 18, 1996, a formal agreementbetween the members of the EuropeanTripartite Group was the kickoff of EGNOS.First experimental signals have been emittedstarting in 2000. The IOC has been declaredin July 2005. The GNSS signals are processedat 34 receiver integrity monitoring stations.Japan�s space-based augmentation system(MSAS) is payload of the MTSAT. MTSAT areowned and operated, respectively, byMeteorological Agency and the JapaneseMinistry of Land, Infrastructure, andTransport. The 1st geostationary satellite waslaunched on February 26, 2005. The 2ndfollowed on February 18, 2006. The IndianSpace Research Organization in collaborationwith the Airports Authority of Indiaimplements India�s SBAS GAGAN. The firstgeostationary satellite of India was to belaunched in May, 2011 and located at 83° Elatitude.

ICAO has recommended for the use of GNSSas well as the current navigation aids. Thissystem is based on GPS, GLONASS and theaugmentation systems to provide betterperformance. For the standardization of thesystem, ICAO provided the technicalstandards for GPS, GLONASS, SBAS and GBAS,and advised each country to develop and toutilize the system. ICAO SARPs on GNSS wasadopted by the ICAO Council under theprovision of Convention (6th Edition, July,2006). There have been numerous researches



Refernces:1. GNSS, ICAO-KOICA Joint Training

doc/ Rep. of Korea2. ICAO SARPs of GNSS/Standards

Ch.3, 3.7 of ICAO Annex 10, Vol. I

to guarantee the required navigationperformance of the CNS/ATM sub-systems (GBAS, SBAS etc.) mainly inthe accuracy or integrity aspect.GNSS is expected to support allphases of flight and aerodromesurface operations; however,present SARPs provide for en-route,terminal, approach and landingoperations down to CAT- I precisionapproach.

Manager, TIACAO



As we know, the aviation industries areplaying a major role in world economicactivities and remaining on of the fastestgrowing sectors of the world economy. Inour context , Aviation industries are playing a vital role for the economic and tourismdevelopment and still air transport is beinga major means of transportation for theremote hilly region . In Nepal, when theformal beginning of aviation was started in1949, at that moment Aviation security wasreally a new subject. With the chronologicaldevelopment of civil aviation, aviationsecurity has been a concern for us.

For the security of general people andproperty, on the preamble of ChicagoConvent ion, i t i s ment ioned that�International Civil Aviation can greatly helpto create and preserve friendship andunderstanding amongst the nations andpeople of the world, yet its abuse canbecome a Threat to general security.

As per definition; Aviation security is acombination of measures and human andmaterials resources intended to safeguardinternational civil aviation against acts ofunlawful interference. So the primaryobjective of Aviation security is to safeguardaviation (passengers, crew, ground staff, andassets) and the general public against actsof unlawful interference within the

Challenges of Aviation Security

Nabin Prasad Acharya



confinement of an aerodrome orduring flight. This scope also involvesthe protection of aircrafts, airnavigation infrastructure andfacilities serving the aviation.

Terrorism has no geographical limitsand has existed since decades. It willnever really stop being in scenethroughout global human struggles. Threat to civil aviation createsuncertainty and affects safety,security and regularity of airtransportation.

Before the unbelievable devastatingterrorist attack of September 11,2001 Security threat to aviationindustries were limited to1. Act of Unlawful Seizure2. Act of attempted seizure3. Sabotage of aircraft /airport4. Act of in -flight attack5. Act of facility attack6. Act against the safety of civilAviation

In the following years of terroristattack of 9/11, the emergingchallenges of aviation security arepointing out with

1. Attacks aimed at causinghuman casualties on a large scale ;2. Attacks against a symbolictarget in a

geographical location3. Readiness for suicide committers4. Increased use of media to publicize the attack and frighten general people , generate support5. Use of Aircraft as weapons of mass destruction6. Use of Liquids , Aerosols,( Aerosol spray) and Gels7. Use of Dangerous Goods8. Cyber and electronic attacks

In this scenario, after the event of 9/11, ICAOpassed Assembly Resolution A 33-1, Declarationon misuse of civil aircraft as weapons ofdestruction and other terrorist acts involving civilaviation, A 33-2 Consolidated statement ofcontinuing ICAO policies related to thesafeguarding of international civil aviation againstacts of unlawful interference, As a party to theChicago Convention, Nepal has fully supportedthe ICAO Assembly Resolution.

Aircraft hijacking case in Nepal:In the Aviation history of Nepal, the first hijackingcase (also known as the Biratnagar plane hijack) wason June 10, 1973, when three members of the NepaliCongress party hijacked Royal Nepal Airlines TwinOtter aircraft bound to Kathmandu from Biratnagar.Within five minutes of take-off, they forced the pilotto land the plane at Forbesganj, Bihar, in India androbbed 3 million Rupees that belonged to theNepalese government.

The second hijacking case was that I have stillremembered, it was on Friday, December 24, 1999,I was in duty as a young Air Traffic Controller inArea Control Centre Kathmandu. The Indian Airlines



flight IAC 814 ,Airbus A300 with 176passenger en-route from TIA Kathmandu toDelhi departed from Kathmandu at around17:00 local time ,the aircraft was supposedto report Bhairahawa (BHW) at 17:25 butwe did not receive the reply from aircraft, later on around at 17:30 local time wereceived the information from Venareshotline that the aircraft had been hijacked,on receiving this information we werestrangely afraid because it was unexpectedfor us . We informed this emergency messageto our chief and after some minutes thismessage had been changed to head linenews all over the world. After the touch downof the aircraft in Amritsar, Lahore and Dubai,the hijackers forced the aircraft to land inKandahar Afghanistan. The hijacking lastedfor seven days and ended after India releasedthree militants.

Besides these two cases, our aviation securityis facing the challenge of fake information,like bomb threat, except this we have noother hijacking case related with people andproperty.

In Nepal , The challenges in Aviation Security are:1. Traffic volume increase2. Fast technology development3. Threat evaluation4. Implementation cost5. Application of controls

ICAO- the global forum of civil aviation isplaying a leading role and uniting all

contacting states through security relatedStandards and Recommended Practicesa n d s t a t e s e n s u r e e f f e c t i v eimplementation of their national securitywith requirements in compliance withthe SARPs.

ICAO Security Convention

1. The Tokyo Convention, 1963 - Conventionon offenceand certain other acts committed on boardaircraft.2. The Hague Convention, 1970- Conventionfor the suppression of unlawful seizure ofaircraft (hijacking convention).3. The Montreal Convention, 1971 �Convention for the suppression of unlawfulacts against the safety of civil aviation(sabotage convention).4. Montreal Protocol, Montreal, 1988 -Protocol supplementary to the Montrealconvention for the suppression of Unlawfulacts of violence at airports servinginternational civil aviation5. Montreal Convention ,1991 � Conventionon the marking of plastics explosives for thepurpose of detection

Nepal has already ratif ied the TokyoConvention, 1963, The Hague Convention1970, and Montreal Convention 1971.

ICAO security program:1. ICAO Security Manual (Doc 8973/5)2. Annex 17 �Adopted in 1974, 7th ed,20023. Aviation Security panel- Expertsnominated by 15 states and 4 international



(Amendment 2053)2. Civil Aviation Rules , 2019 (Amendment 2058)3. Aviation Security (management) Rules , 20644. National Aviation Security Program.

Conclusion:

People, Equipment and Policies are the main 3 pillarsof Aviation Security, in our scenario, to strengthenaviation security we need comprehensive legalfoundation and effective implementation of advancedtechnologies. We should have most reliable andadvanced aviation security system to cope theemerging challenges.

Reference;KOICA-ICAO fellowship Program Annex 17Aviation journals, CAAN documents

Manager, TIACAO

organizations.

International agencies involved inAviation security are;1. ICAO2. ACI (Airports Council

International )3. IATA ( International Air Transport

Association )4. INTERPOL ( International

Criminal Police Organization5. WCO ( World Customs

Organization)6. IFALPA (International Federation

of Airline pilots� Associations )7. UPU (Universal Postal Union)

Aviation security related legaldocuments Of Nepal

1. Civil Aviation Act ,2015



Due to the rotation of earth, there are 24hours in a day. Day is the time to work andnight is the time to rest or sleep. Besides thatthere is certain time for eating and of coursefor toilets. Our body reacts according to itsown biological clock. This is called circadianrhythm. It is natural and biological process.What happens if we work at night and sleepat day, similarly if we postpone or make earlyschedule for eating and toilets? If we goagainst body's natural process, this rhythmwill be broken directly affecting human body.So it is called circadian effect.

Air Traffic Controllers work 24 hours a dayas they need to work in a shift. Rotating in ashift, they must go through irregular naturalbody's process. They sleep sometimes at dayand sometimes at night; similarly they go totoilets sometimes at morning and sometimesat midday, and same is the way of theirfeeding. Not to forget that all social activitieswill take place at day. If we suppose,controllers are human beings, and they havesocial and family life then how can theymanage all of those being an activecontrollers?

A circadian rhythm is roughly 24 hour cyclein the physiological process of living beings,including plants, animal, fungi andcyanobacteria in a strict sense, circadianrhythms are endogenously generated,although they can be modulated by externalcues such as sunlight and temperature.Circadian rhythms are important in

Circadian Effect to Controllers

Murari Prasad Paudel



determining the sleeping andfeeding of all animals, includinghuman beings.

There are clear patterns of brainwave activities, hormone productioncell regeneration and otherbiological activities linked to thisdaily cycle. The human body worksaccording to a natural 24 hourssleep/wake cycle also referred to asa circadian rhythm, which controlsbody temperature, sleep/waketiming, and the way our organs andbody system work together. Pastresearch has shown that irregularsleep patterns and shift work takea toll on even the healthiest personover an extended period.It is true; of course, we can adjustour time schedule with the help ofalarm clock but our biological clocktakes longer to adjust. That'sbecause our internal clock is verytightly wound to many physiologicalbehavios.Shift work disrupts the body'snatural circadian rhythm, whichplays an important role in regulatinglevels of hormones. That affects notonly how long or well people sleepin the short term, but it can also leadto health problems down the line,including cancer. A 2010 of femaleshift workers found that those whoworked overnight were 50% morelikely to receive a breast cancerdiagnosis than those who worked

during the day. There is very solid evidence showingthat shift work disrupts circadian rhythms, and thathas an effect on tumor genesis, heart disease andother conditions.The effect of shift work is so well known that in 2007,the International Agency for Research on Cancer, thecancer arm of the World Health Organization,overnight shift work to its list of probable carcinogens.And in several countries, such as Sweden andDenmark, people who have worked the night shiftfor 20 years or longer are compensated better inretirement than other shift workers. Denmark alsowas the f irst country to pay governmentcompensation to women who develop breast cancerafter long spells of working at night.Melatonin is a hormone, which is found in humans.Melatonin plays an essential part in regulating thecircadian cycle. Melatonin is made via the pineal gland,a pea sized gland located in the brain center.Melatonin is also known as the hormone of darkness.The reason for this is Production of melatonin via ourpineal gland is permitted by darkness as well asinhibited by light. The discharge of melatonin and itslevel in our blood comes to a peak during the middleof the night and steadily decreases throughout thelatter half of night.Studies have shown that late night shift work may beconsidered a cancer-causing agent. Melatonin is ananti-oxidant and suppressant of tumor developmentthat is produced at night. When someone works inartificial light, they generally have lower melatoninand may be more likely to develop cancer. Melatoninsupplements are useful in that they may simulate theMelatonin production at different times that doesnot occur during regular sleeping hours for peoplewho work night shifts.

A of involving a total of 643 cancer patients using



Manager, TIACAO

melatonin found a reduced incidence ofdeath. Another clinical trial is due to becompleted in 2012. Melatonin levels at nightare reduced to 50% by exposure to a low-level incandescent bulb for only 39 minutes,and it has been suspected that women withthe brightest bedrooms have an increasedrisk for breast cancer. Reduced melatoninproduction has been proposed as a likelyfactor in the significantly higher rates in nightworkers.

What is Melatonin?A naturally occurring hormone (derived fromserotonin) that is both endocrine (enters thebloodstream from a pineal gland) andparacrine (signaling cell phenomenon, asfrom the retina when light is low, when thesignal is "time to sleep").Melatonin, besides being a sleep hormone,is a very powerful antioxidant, anti-agingagent, immune-regulator, anti-depressantand sexual dysfunct ion regulator.However, our body produces a hormonecalled melatonin, and for a variety of reasons,we may not be getting enough of it. Oursleep problem may be due to this.People who work at night, and have theirmelatonin blocked by evening bright lightshave a significant higher incidence of cancerthan day workers.The amount of melatonin we produce isdetermined by how dark or light oursurroundings are. Our eyes have specializedlight-sensitive receptors that relay thismessage to a cluster of nerves in the braincalled the suprachiasmatic nucleus, or SCN.The SCN sets our internal biological clock,

also called our circadian rhythm, whichregulates a variety of body functionsincluding sleep.

Question for the compensation?If you assign a person to work breaking theirnatural cycle or rhythms, and let him/her havelot of risk regarding her/his health; definitelyyou should pay for that. Let's think aboutboth working at day and working at night.These two are quite different and are notcomparable. Another aspect, just to work atnight to finish a plain job and to work at nightwith a lot of alertness, activeness withoutleaving a position and without any error areutterly different. If studies show this; whynot to compensate them?Everybody knows that controllers sacrificetheir social life, due to the nature of their job.Whenever we consider their alertness,activeness, readiness, stresses, requirementto be always up-to-date with procedures,manual and changes, we become clear thatthis job can't ever be compared with otherjobs. Working in an environment of radiomagnetic wave, frequently breakage incircadian rhythm and inviting a lot of diseasesincluding cancer are the factors which urgethe concerned authority to decide how acontroller should be compensated.Reference:Science dailyTime Health landTaiwan Health, heath magazineAbout.com



Human resource is the backbone of an organization.An organization is nothing without human resources.If we remove the employees from differentdepartment not much would remain in anorganization. But how did these people come to beemployees in their organization? How were they foundand selected? Why do they come to work on regularbasis? How do they know what to do on their job?How does management know if the employees areperforming adequately? If they are not, what can bedone about it? Are the employees prepared for work?What are the qualities inherent in each of them thatcan contribute to the benefit of the organization?These all are the factors related to the human resourcemanagement.Vision, Mission and Strategy are the driving force forany organization and human resource is always in itscenter of operation for the achievement of the goalof an organization set under the it�s mission. Thevision, mission and strategy of the Civil AviationOrganization are as follows:

Vision:"Utilizing air services as an effective means ofachieving high economic growth through wide scaletourism promotion and accessibility."

Mission:"Ensuring safe, secured, efficient, standard and qualityservice in civil aviation and airport operations."

Strategy:"Airport-marketing, facilitating, diversifying revenue

Importance of HRM for an Organization

Manju Paudyal



sources, monitoring, organizationalperformance and HRD training."If we imagine an organization as hardware,the human resource is its software withoutwhich there can be no organizationalfunction. The more competent is the HR, themore efficient will be the organizationalperformance. Nepal Government hasdeclared Civil Aviation Authority of Nepal asan autonomous body as incorporated inCAAN Act. Being an autonomous body, CAANis mandated to provide non-profit servicesfor the people. Similarly, CAAN has self-sustained in its operation through collectingrevenues from the airlines. In this situation,proper human resource planning has been acrucial process for CAAN in order to carry outits responsibility.

HR recruitment follows the standard set ofprocesses for the selection of appropriatemanpower and work assignment as per theirquality. Even after recruitment, they aremonitored for their regular work assignmentand their regular performance. Based on theiraccountability, they either get reward orpunishment according to their performanceevaluation. In general, CAAN trains HR forlong term service delivery.

Management is the process of efficientlygetting activities completed with and throughother people. The management processincludes the planning organizing, leading andcontrolling activities that takes place toaccomplish objectives.

Human resources management is concernedw i t h t h e � p e o p l e � d i m e n s i o n i nmanagement. Since every organization ismade up of people and functions by utilizingtheir services, developing their skills,motivating them to high level of performanceand ensuring that they continue to maintaintheir commitment to the organization areessential to achieving organizationalobjectives.

To make an organization successful, theknowledge, skills and capabilities ofindividuals and proper training to enhancetheir capabilities are the core essentials bywhich HRD is accomplished and nurtured.Training alone can improve the existingcapabilities of human resources and help toacquire new skills needed for growth indifferent sectors of the organization.The functional areas of human resource aredivided into nine fields:

· Training and development· Organization anddevelopment· Organization/job design· Human resource planning· Personnel research andinformation systems· Compensation/benefits· Employee assistance· Union /Labor relation

As a multi disciplinary organization, CAANhas different work forces like Engineers, Airtraffic controllers, Fire-men, Administrators,Accountants etc. The question here arisingis how much they are motivated to



resulting in greater client satisfaction in air transportsystem in Nepal.

In Summary, HRD is a process by which employees ofan organization receive support in a planned way toacquire capabilities required to perform various tasksas individuals thus helping to develop organizationalculture.

accomplish their job responsibilityand how much accountable they are

on the i r g iven dut ies andresponsibilities. If any gap exists intheir motivation, accountability andresponsive actions, the causescontributing to create the gap needsto be diagnosed by HR planner inthe organization with properanalysis. The main function of theorganization is to make the humanresource willing to work with full jobsat isfact ion. Moreover, theorganization should ensure theoptimum utilization of intellectual,technical and creative capacity ofavailable human resources for themaximum organizational output,




The main objective of Air Traffic Controllingis 'safety' to achieve which Air TrafficControllers arduously follow the rules andregulations set by ICAO and the localprovisions as maintained by CAAN. To carryout such a responsible duty, such procedureswhich result in ease to the controllers areneeded. One of the key factors needed toease the job of air traffic controllers iseffective coordination. Coordination shouldbe both inter organization and intraorganization.

Inter organization coordination includescoordination among various Air TrafficControl Units within the organization likeAerodrome Control Tower, Approach ControlUnit, Area Control Center, Air Traffic ServicesReporting Office, Terminal Duty Office, andother domestic airports etc. Intraorganization coordination includes thatamong Air Traffic Services Authority, AircraftOperating Agency, Air Traffic Control Unitsof Adjacent Flight Information Regions (FIRs),and Military Authority etc.

Talking about the coordination within theorganization, safe and continuous traffic flowcan be realized only through effectivecoordination. It is done by maintainingconstant communication among the ATC

Need of effective Coordination for air safety as well asnational sovereignty

Ritcha sharma



units responsible for the safeconduct of flights during any phaseof a flight. For instance, the flightplan submitted by the operator atthe ATS reporting office should besent to all other units. During theprogress of the flight from start upto the transfer of control to theadjacent FIR units, inter organizationcoordination takes effect byinforming all necessary details of theflight, other traffics that may affectthe flight and the transfer of controland transfer of communicationconditions by the existing controlunit to the next control unit.

Only through proper flow ofinformation regarding each andevery f l ight, safety can bemaintained. Communication gapwithin the control units is the mainhazard which may result in confusionto the controller and thus affectsafety. Coordination can sort outsuch regular circumstances whichmay become a problem if neglected.Therefore, only via effectivecoordination, the flow of traffic canbe managed and the main objectiveof Air Traffic Controlling can beensured.

Similarly, intra organizationcoordination with operatorsincluding the military authority andAir Traffic Control Units of adjacent

FIRs is quite essential both for flight safety as well asmaintaining national sovereignty.

Prior to conducting any flight subject to receiving AirTraffic Services, operator is bound to submit flightplans at the ATS reporting Office. All flight plans thussubmitted are then forwarded to all units which areresponsible for providing ATS service to those flights.If this procedure is not followed, it certainly affectsthe controller's traffic planning consequently affectingsafety.

The ATS units should also consider the requirementof the operators and provide them with informationthat may be useful in carrying out their responsibility.Annex 11 (Air Traffic Services), in this regard, says,"Air traffic services units, in carrying out their objectives,shall have due regard for the requirement of theoperators consequent on their obligations as specifiedin Annex 6, and, if so required by the operators, shallmake available to them or their designatedrepresentatives such information as may be availableto enable them or their designated representativesto carry out their responsibilities." (Annex 11, 2.15.1)

In case of military authority no separate airspace orair traffic control unit has been allocated for militaryflights in Nepal. Military flights are treated as civilflights with regards to the rules and regulationsguiding these flights. This means, following of thesame civil rules of flight by military authority is a must.Annex 11 urges these authorities to follow allcoordination procedures. Annex 11 says," Air Trafficservices authorities shall establish and maintain closecooperation with military authorities responsible foractivities that may affect flights of civil aircraft."(Annex 11, 2.16.1)



Asst. Manager, TIACAO

Military flights, should, therefore be initiatedonly after submission of flight plan and shouldfollow every rule as done by all other civilflights.

Coordination with ATC units of adjacent FIRsis similar to the inter organizationcoordination except for the fact that herethe information flow is between the ATCunits of two different countries and it shouldbe done remaining within the letters ofagreement between these units. Besides theprovision for regular scheduled and charteredflights, countries have provisions regardingunauthorized flights entering their airspace.For protecting our airspace from suchunauthorized entrants, civil and militaryauthorities should go hand in hand andmaintain mutual coordination.

There are provisions for punishing theintruder and encroacher of Nepalese airspacein Civil Aviation Act 2015 (fourth amendment2053). But the act is mum about the policyof protecting our airspace.

Civil Aviation Authority of Nepal grantspermission to all the regular scheduled flightsand chartered flights, hospital, military, ferryand other flights intending to operate in ourterritory by issuing a permission numberwhich is the key to enter our airspace.Unlike in other countries such as India, Nepaldoes not have provision for informing themilitary unit to check illegal entrants. In India,every scheduled flight has to obtain AirDefense Clearance (ADC) number issued by

the military unit and Flight Information Center(FIC) number issued by the Air Traffic Services(ATS) unit. The ATS unit supplies the militaryunit with all the information of flight planssubmitted to them by the operator. Themilitary unit then issues ADC number withoutwhich no aircraft can enter their airspace.This reveals how the ATS unit and the militaryauthority have been coordinating with eachother in protecting national airspace. Annex11 , regard ing th is mat ter , urges ,"Arrangements shall be made to permitinformation relevant to the safe andexpeditious conduct of flights of civil aircraftto be promptly exchanged between air trafficservices units and appropriate militaryauthority." (Annex 11- 2.16.3).

It's high time for the military authority toestablish military unit under aviation wing.The ATS authority should provide the militaryunit all the information regarding the flightsthat will enter our airspace. Military unitshould also issue permission number alongwith the permission from CAAN. This cancertainly check encroachment of Nepaleseairspace and thus protect our nationalsovereignty.

Proper coordination is thus the main waythrough which we can ensure flight safety,and also protect our airspace. It is anindispensable part of safety procedures.

Background

I am very keen to write some words on good memoryof UNIDROIT research programme that wasconducted from November 3 to 30, 2010 in it'sheadquarter 28 Via Panisperna, 00184 Roma (Italy).The Scholarship for the research was provided byInternational Institute for the Unification of PrivateLaw (UNIDROIT) and sponsored by US foundationfor International Uniform Law. The research wasfocused on the Convention on International Interestin Mobile Equipment, Cape Town 2001.

What is UNIDROIT

The International Institute for the Unification ofPrivate Law (Unidroit) is an independentintergovernmental Organisation with its seat in theVilla Aldobrandini (28 Via Panisperna) in Rome. Itspurpose is to study needs and methods formodernising, harmonising and co-ordinating privateand in particular commercial law between States andgroups of States. UNIDROIT was originally set up in1926 as an auxiliary organ of the League of Nationsbut after following the demise of the League ofNations, the Institute was re-established in 1940 onthe basis of a multilateral agreement.At present there are 63 member states of Unidroitand the member states are drawn from the fivecontinents and represent a variety of different legal,economic and political systems as well as different



UNIDROIT Research - A sweet Memory

Buddhi Sagar Lamichhane



cultural backgrounds. The member statesare: Argentina, Australia, Austria, Belgium,Bolivia, Brazil, Bulgaria, Canada, Egypt,Estonia, Finland, France, Germany, Greece,Holy See, Hungary, India,Indonesia, Iran, Iraq,Ireland, Israel, Italy, Japan, Latvia, Lithuania,Luxembourg, Malta , Mexico, TheNetherlands, Nicaragua, Nigeria, Norway,Pakistan, Paraguay, Poland, Portugal,Republic of Korea, Republic of Serbia,Romania, Russian Federation, San Marino,Saudi Arabia, Slovakia, Slovenia, South Africa,Spain, Sweden, Switzerland, Tunisia, Turkey,United Kingdom of Great Britain andNorthern Ireland, United States of America,Uruguay and Venezuela. Nepal is not itsmember and as per my information there isno any relation of Nepal with the UNIDROITtill this date. This is the signal that Nepal issti l l in premature stage of PrivateInternational Law development.UNIDROIT is working towards the legalharmonization of private international lawthroughout the world. So to achieve thisobjective UNIDROIT has policy of providinglegal cooperation to the states in need andresearch scholarship and internship to theyoung and dedicated scholars interested inthe field from all over the world. In providingassistance Special attention is given to theparticular needs of developing countries andcountr ies in economic trans it ion.

Cape Town Convention and AircraftProtocolThe Convention on International Interests in

Mobile Equipment, Cape Town 2001 and itsassociated Aircraft Protocol 2001 areInternational treaty and were concluded atCape Town, South Africa on 16 November2001 in a Diplomatic Conference under thejoint auspices of the International Institutefor the Unification of Private Law (UNIDROIT)and the International Civil AviationOrganization (ICAO). The Conference wasattended by representatives from 68 Statesand 14 international organizations. The finalt r e a t y d o c u m e n t w a s s i g n e d b yrepresentatives of 20 States on the occasionof the signing ceremony. The Convention andAircraft Protocol entered into force on 1March 2006. In less than ten years theConvention has been ratified by 40 Statesand the Protocol by 34 States and manystates are in pipe line.

The Cape Town Convention and AircraftProtocol are the complex set of Instrumentsof private international law ever made. Itnot only addresses the finance issue but italso addresses many other issues of law likeproperty law, secured transaction law,insolvency law, international air law etc. Ithas various stakeholders like Aircraft andEngine manufacturers, financiers, lessors,airlines, governments, passengers andothers. It is the product of tough conflicts ofdifferent legal systems of the world. It hasintroduced a common set of rules which canbe accepted and interpreted by all legalsystems of the world uniformly. So it tookmany years to be developed in the finalshape. So it has a significant importance in



institute does not provide research supervisor butprovides any technical and logistic support as per theterms set prior to acceptance of research request.UNIDROIT promotes individual researchers to pursuetheir study based on their needs and support withrequired facilities.

I am highly impressed with the research and studyenvironment of UNIDROIT. During my stay I got allassistance as needed.

Cape Town ForumThe significant achievement of UNIDROIT staywas to participate in the Cape Town Treaty Forum,which was held on 9-10 November 2010 at Rome.It was organized by Aviation Working Group inassociation with the UNIDROIT. About 100g o v e r n m e n t s , a i r l i n e s , a n d i n d u s t r yrepresentatives from Europe, Middle East andAfrica has attended the forum. The theme of theForum was �Aircraft Protocol-Assessing andadvancing Ratification�. For me it was the firstinternational forum and more remarkable in thesense that I represented Nepal incidentally.Practically I feel the forum was another learningopportunity to me regarding the Cape Townsystem. All the information�s disclosed in theforum were very useful. The forum resulted intoanother opportunity to establish formal contactwith different personalities from differentgeography and level of industries.

City of RomeDuring school days when I studied history of theworld I felt very curious about the Romecivilization and its system of development. Nowthat I had travelled Rome and become eyewitness

the field of private international law.

The primary purpose of theconvention as applied by the aircraftprotocol is to facilitate the extensionand reduce the cost of aviationcredit. It will do so by establishingsubstantive, commercially orientedinternational rules regulating thek e y e l e m e n t s o f s e c u r e dtransactions and leasing of aircraftequipment.

R e s e a r c h e n v i r o n m e n t

UNIDROIT is itself a researchinstitute and has developed a worldclass research environment in itspremises. The library is full ofdifferent legal books, journals,periodicals and other referencematerials which are essential toolsof legal research. In my view thelibrary is suitable for any kind ofresearch in the private internationallaw area. It not only conductsresearch but promotes researchthroughout the world to achieve thegoal of harmonization of private law.The environment inside is veryadaptable for any researcher andthe cooperation of the institute�sstaff is of highly appreciable.UNIDROIT is not an academicinstitution like University, so theresearch in UNIDROIT should beconducted on personal basis. The



of the Roma Civilization, culture andHistory, I found that the history whichwe studied was true. The humancivilization started from Rome and thelegal history too was developed fromRome. When I travelled around the cityof Rome I found that Rome city is a livingmuseum of human civilization andhistory. Everywhere we can see the wellpreserved historical monuments andplaces. It is a great lesson to the futuregenerations that we should preserve thepast for the proper guidance to thefuture. I feel all the other countriesshould learn from the Roman experienceabout the protection of History.

What I learnt

Basically being confined with the Cape Townconvention I would like to forward somepoints as reference of my research findings.Like other Conventions it is not simple tounderstand and to implement also. There isno provision of reservations in theConvention and Protocol but declarationssystem is complex. W ithout makingappropriate declarations, it is better not toratify the Convention and Protocol at all.In my understanding before initiating theprocess of Ratification or accession everycountry should be aware of the followingpoints:

Regarding the domestic Sphere-a) Whether the legal system is

blended with the basic principle

of asset based financing andleasing (transparent priorityprinciple, prompt enforcementpr inc ip le , bankruptcy lawenforcement principle)

b) Whether the court system isapplying the principle of assetbased financing while considering the cases

c) Whether the national Civil AviationIndustry is seeking for theinternational financing to acquirenew aircraft equipment for thecontinuation of its disruptiveservice.

d) To achieve expected economicbenefit implementation legislationis essential

Regarding the Convention System-a) The Convention is comprised with

two tire systemb) Convention consists of basic

provisions while the associatedprotocols consists of operatingprovisions

c) There is no provision of reservationbut the system of declaration isvery complex, so before thedeposition of declaration acomprehensive and critical reviewis required

d) Without appropriate declarationthere is less chance of economicsignificance of the conventionsystem.

e) There are different categories of



Asst. Manager, CAAN Head Office

declarations, so based ontheir significance statesshould take appropriatesteps regarding theiradoption.

f) States should give morea t t e n t i o n o n t h elanguage used in thed e c l a r a t i o n b e f o r es u b m i t t i n g t o t h ed e p o s i t a r y o f t h ec o n v e n t i o n . T h eexperience shows that

the language used in the convention alsoplays signif icant role to achieve theproposed benefit of the convention.

g) The notion of the convention is to advancethe financial interest of the related partiesof aviation industry but not to advance thepolitical interest of the country. So beforelodging the instrument of ratification oraccession each state should think moreaptly on the point that how they canachieve maximum economic benefit.



The word �fireman� is synonymous to�firefighter� and fire fighting as a job used tobe predominantly occupied by maleparticipants. With time has changed theoverall concept of relating a particular jobwith a specific gender. Similar is the case of�firefighting�. It is not solely a male domainanymore. Women also work as firefightersthese days throughout the world. Now, asmore and more women are joining the ranks, �firefighter� has become the preferred termused equally for both the genders. Womenwho work in the fire department are calledfirefighters.

Throughout the history, we have seen ouronce narrowly def ined gender rolesprogressively expand. Today, women servein the armed forces, work as surgeons andparticipate in the highest levels ofgovernment service. Similarly, men are stay-at �home dads, have careers in nursing andare even self-defined feminists. The world ischanging its definition of roles according tothe gender these days. Yet every day, womenand men are typecast according to theirgender in rather conservative ways. Just likeevery other career, trade, or professionwomen have made inroads into thistraditionally male territory.

Female firefighters have been putting outflames for almost 200 years, while continuing

Women in one of the world�s most challenging jobs

Suneeta Shiwakoti �Bhardwaj�



to burn down boundaries of genderdiscrimination, harassment andcriticisms. While firefighting remainsa predominately male profession,female fire fighters make sure thattheir efforts are noticed and theirvoices are heard. Molly Williamswas the f irst known femalefirefighter who was a slave in NewYork City and became a member ofOceanus Engine Company in 1815.She was known to be just as hard-working as the male firefighters andher firefighting efforts remain animportant part of women�s historyand have been paving the way forfemale fire fighters worldwide tillthe date.

Well we all have heard thesestereotypes- men are �strong,�women are �weak,� men should act�manly� and women should act�girly�. We all are grown up in thesesocial norms and beliefs, themes andthinking, rules and regularities. Inthe long run of time from MollyWilliams in 1815 till now everythinghas changed globally. In the contextof one of the developing Asiancountries like Nepal, first of all it wasa great challenge to have chosenfirefighting as a career. In addition,being one of the pioneer ladies inthis field will always remain as agreat achievement. Civil AviationAuthority of Nepal, Civil Aviation

Academy conducted the first Basic AerodromeFiremanship Training (RFF CAAN-2-001 dated from19th March 2003 to 10th July 2003) and this trainingincluded two women namely Rati Dhungana Thapa,and me (Suneeta Shiwakoti Bhardwaj) who were thefirst to get trained as women firefighters of Nepaland coming up to this date there are four womenfirefighters altogether in Nepal. I think that thenumber of women f iref ighters is very muchdisappointing for the development of womenfirefighter�s career in Nepal.

In fact the training was not only an opportunity toprove ourselves as upcoming future womenfirefighters but also a challenge to successfullycomplete it. The training demanded the determinationto adjust and adapt to each and every aspect of it inrelation to male counterparts. As this field isdominantly led by male, women fire fighters have toencounter often the negative and discriminatorybehaviors occurring most commonly on a fire ground.

A good firefighter must be honest and dependable. Team play is a necessary function of the fire fightingas is respect for co-workers and members of thepublic. Good communication skills and common senseare traits appreciated in a firefighter. Firefightersneed to be emotionally stable and sense of humor isappreciated in this job as it is in any other. Flexibilityand open-minded is also needed. No one person canhave all of these attributes, and if they did, as a grouptheir strengths would be redundant and theirweakness magnified. Each person, male or female,can offer some of these traits and contribute to theteam and make it strong. Women are known to bemore faithful, loyal, hardworking and reliable than



male so they can make the team morebonded, progressive and goal oriented.Firefighting is a career choice with a lot ofjob satisfaction because putting your life onthe line for others can be very rewardingindeed.

Since women have only recently begun tobe formally considered firefighters, therehave been many difficult adjustments for thefire service, management and womenfirefighters themselves and we are going todiscuss these diff iculties in followingparagraphs.

One major problem or we can say hurdle toentrance into firefighting for women is thelack of facilities and this problem is not onlyfor the developing country like Nepal it isalso the major problem in developedcountries. According to the job nature daysand nights are spent in the fire station, andover decades operating with an all-male staff,many fire stations developed a �fraternityhouse�. The immediate problem of sleepingquarters and bathing areas had to be solvedbefore women could participate fully infirefighting as an occupation and as a culture.Communal showers and open bunk hall weredesigned for men only and womenfirefighters often faced these difficulties.Today, although most stations are nowdesigned to accommodate firefighters ofboth genders, some female firefighters stillface issues related to their gender.

Moreover, the greatest difficulty experiencedby most women in the fire service is ill-fitting

protective gear. Not only are women usuallysmaller than men, they are also shapeddifferently, so gear designed for men oftenwill not fit correctly. In firefighting, properlyfitted uniforms and equipment are notmerely a matter of appearance or comfort.Bunker coats which do not fit result in burns,breathing masks which do not seal lead tosmoke inhalation, and helmets which slip canblock vision during an emergency.

In an environment where uncovered skin canbe almost instantly covered in full thicknessburns, it is essential that protective gear orprotective wear fit properly. The improperfittings of protective clothing also may resultin low performance level of womenfirefighters during firefighting procedure aswell as in training period. We, as pioneerladies in this field, have also faced the similarproblems relating our protective clothing,boots, and helmets and breathing masks.Due to the lack of required facilities we hadto manage with the similar protective gearsused by male and made for them during ourtraining period and the condition hasremained the same till now.

The most sensitive issue or more we can saythe challenge that has to be faced in dailyactivities by women fire fighters is theunderrepresentat ion of women infirefighting. And it has become an alarminginequity that needs to be immediatelyaddressed.

Firefighting is a physically and emotionallydemanding job which includes dragging and



Senior Fire OfficerCAAN Head Office

pulling heavy lengths of hose,cl imbing ladders or luggingequipment up steep inclines,handling different water pressureswhile firefighting and also needs towork on ladders carrying the powersaws. Therefore an adequate levelof strength, fitness and enduranceis mandatory for the role. Due to thebiological or sexual differencesbetween male and female; womenobviously are having more problemswhile performing these tasks. So,rather than discriminating them theyshould be socially and mentallyboosted up for their work.

To reduce all the barriers and bring women�semployment to its potential will require more universalapplication of best practices adopted by thesepioneering departments. In particular, it will requirechanging the underlying workplace culture form oneof exclusion to gender inclusiveness. Inclusion is asubstantially more ambitious goal than merelyincreasing the number of women employees.However, it is essential if increases in those numbersare to be meaningful and self-sustaining.



Introduction

The main objective of the Fire Fighting andrescue service is to save life and propertiesin the event of accident and incident basicallyat the aircraft, electronic equipments andhigh rise buildings fires etc. After completionof the fire fighting activities, every fire fightermust be thoroughly prepared for anypotential rescue situation. Rescue activitiescan happen in the natural elements,structural collapse, elevation differences orany other condition not considered to be anextr icat ion accident and incident.The vast majorities of rescue operationsconducted by fire fighters are on the aircraft,equipments and structural fires hazardousenvironments. Thousands of people die inevery year in the word due to aircraft accidentand incident fires and other hazardous acts.Therefore, a fire fighter must be familiar inmany more searche-and-rescue works so thatthey can accomplish their activities in theactual time. During the rescue operation oractivities, rescuers should always use thebody system with teams of two or more.Rescue personnel should always carrybreathing apparatus, forcible entry tools,charge hose and life lines whenever theyenter a structural building, facilitation andaircraft fuselage. When rescue personnelsearching within the closed room, theyshould move systematically from room toroom with crawling position by hands andknees. Rescuers should start their searchingwork back towards the entrance door. It is

Rescue Operation in Aviation Fire

Narayan Bahadur Rawat



ventilation is accomplished when back draftConditions exit.

3. Wear full personal protective equipmentsincluding Self-Contained Breathing Apparatus(SCBA) and audible devices.

4. Work in teams of two or more and stay in constantcontact with each other so that all members ofthe team are responsible for themselves and eachother.

5. Maintain contact with a wall when visibility isobscured. Working together, search teammembers can extend their reach by using ropesor straps.

6. Have a charged hose line at hand wheneverpossible when working on the fires because itmay be used as a guide for fire fighters andrescuers.

7. Inform the group commander immediately of anysearch areas that could not be searched due toobstruct conditions.

8. Report promptly to the commander once thesearch is complete; also report the progress ofthe fire and the condition of the building,structures and aircraft etc.

National Fire Protection association has suggesteddifferent types of rescue methods in aviation fireservice and structural fire.Such methods are as follows:-

1.Cradle-in-arms: - This method can be usedfor carrying children or adults with very smallbody structure.2.Seat lift carry: - This method can be usedwith a conscious or an unconscious victim andis performed by two rescuers.3.Two or three person: - This method is aneffective way to lift a victim who is lying down.4.Extremities carry: - This method is used oneither a conscious or an unconscious victim

important for rescue personnel tosearch all areas such as bathrooms,under beds, behind furniture, anyareas where men and women mayhide. During the search, lowvisibilities can happen inside theroom due to smoke, heat and flameso rescuer should be attentioncarefully of the entire areas takingwith search electrical devises orequipments. Rescue team should bemaintained radio contact with theircommander and periodically reportthe progress as per off icialprocedures.

In most cases, the best method ofsearching is for one member to stayat the door while another membersearches the room. There is adouble-safety system in aviation fireservice i.e. first of all their own safetyand secondly the safety of theiroccupants or victims of fire. Whilesearching for victims in a fire, rescuermust always consider their ownsafety first.

The following are recommended byNational Fire Protection Association(NFPA) to search and rescuepersonnel as safety guidelines forbetter performance:-1. Do not enter an aircraft and

building in which the fire hasprogressed to the point wherevictims are not likely to befound.

2. Attempt entry only after



and requires two rescuers.5.Chair Carry: - Be sure that the chairused is sturdy and do not use foldingchair.6.Incline Drag:- This method is usedby one rescuer to move a victim downa stairway and is very useful formoving an unconscious victim.7.Blanket Drag:- This method isimplemented by one rescuer using ablanket.8.Two hand seats, three hand seatsand four hand seats methods areused as per situation.

The Fire Fighting and Rescue Service also usedifferent types of rescue tools andequipments. Such tools and equipments areas follows:-

1.Emergency Power:-Unfortunately, many incidents occurin poor lighting condition andwindowless structures. Firefightermust know how to properly and safelyoperate the emergency power andlighting equipment. Generator andinverter as emergency power are themost common power source used forrescue activities. It is extremely usefulwhen electrical power is needed inthe emergency site.2.Lighting Equipments :-Portable and fixed light as lightingequipment are used in areas whereemergency operation is beinglaunched by rescue personnel. Fixedlight are not able to illuminatebecause of adequate obstruction orwhen additional lighting is necessary.

In the most cases, portable lightsusually provide the ease of carrying.

Civil Aviation Authority of Nepal (CAAN),Aviation Fire Service provides fire fightingand rescue operation facilities for saving lifeand properties of people as per InternationalCivil Aviation Organization guideline. CAANcould not manage the proper rescue toolsand equipments according to the ICAOstandard. Universal Safety Oversight auditProgram (USOAP) has given some suggestion(findings) about rescue tools and techniquessuch as skillful manpower, rescue vehicles,rescue equipments etc. Now, Aviation Firefighting facilities are provided within the sixCivil Aviation Offices. They are, TIA- category-8, Nepalgunj Biratnagar, Bhairahawa,Pokhara and Simara- category-5, but rescuefacility is very difficult to properly manage incase of emergencies. ICAO documents,requirements, manual and Directives haverecommended that rescue operation is asimportant as f ire f ighting activities.

Every Civil Aviation Office must provideproperly managed rescue facilities in everyairport for safety of life of the passengersand their journey. Aircraft movement israpidly growing in the every airport. FromSafety and security point of view, CAANmanagement should extend their fire fightingand rescue operation service to all theairports with skillful manpower. Aviation Fireis a hi-tech service in the aviation field so thatits nature of work is very difficult and quitecostly in accidents and incidents. More than80 percent of emergencies occur within theairport boundary. Therefore fire service



Senior Fire Officer , CAA

should be ever ready to control anyaccident and incident.

Conclusion:

In Nepal, rescue operation servicehas been provided in different CivilAviation Offices as per InternationalCivil Aviation Organization (ICAO)s t a n d a r d b u t i t s i n t e r n a linfrastructure is not properly updatewith the nature of work. So many

problems can occur but these problems must betackled proved its manpower, tools and techniques,apparatus, modality to save of lives and propertiesof passengers and whole Civil Aviation Staffs in theaircrafts accident/incident or structures collapse. Dueto minimal manpower in the rescue operation, itimportance would not be arise in the service. CAANmanagement must be appreciating it reality in thecivil aviation scenario.



Background

In the context of legally organized body, abudget is an estimation of income andexpenditure for future-period. In broad sense,it is a statement of anticipated revenues andexpenditures with detailed plans, programsand policies of various actions to be carriedout for next financial year. It is the processof expressing future plan of action inquantitative and financial terms. The budgetis formulated for a specific period; this periodis broadly specified for long term and shortterm. Long term budget is prepared forlonger period i.e. three years, five years, tenyears or more. Similarly short term budgetis prepared for a short period; normally i.e.one year or less than one year.

For autonomous entity like Civil AviationAuthority of Nepal (CAAN), budget isconsidered as the fiscal plan of action whichshows how the various sources of revenues(aeronautical and non-aeronautical) arecollected and how it is utilized from thecommercial or business aspect as well associal responsibility aspect. So the budgetarydocument of the CAAN is a source ofinformation of past activities and currentdecisions on future prospects. It is aneffective managerial tool for planning,implementing, monitoring and evaluating

Budgetary Control System :CAAN Perspective

Chandrakant Pandit



(M&E) and controlling overallactivities of the CAAN.

PrerequisitesThe budgetary process is a planningprocess or resources allocationprocess which is prepared based onthe organizational objectives.Generally, the following aspects areconsidered while formulating thebudgetary procedures:

(a) Setting organizationalgoals and priorities

(b) Linking goals andpriorities to actions

(c) Managing resources(pre-assumption of fund)

(d) Allocating andControlling the use ofresources

(e) Keeping the budgetingprocess manageable

(f) Promoting efficiency andeffectiveness

(g) Fulfilling the socialresponsibilities

(h) Monitoring theperformance of budgetcenters

(i) Evaluating actualoutcome with pre-assumed goals

(j) Getting Feedback formodifying budget in thecoming year

Besides above mentioned procedures, budgetpreparation is a two way process of making decisionson the size and consumption of revenues andexpenditures. It would be unrealistic to take decisionon total size of expenditures without considering theavailability of revenues. If the prospective revenuesare greater than the cost of maintaining existingprograms, there is usually a scope for additionalexpenditures. If the prospective revenues are howeverless than the cost of maintaining existing program,there is a need for curtailing the planned expenses.

Budgetary system is a planning of collection andallocation of resources and is also an outcome ofpriority setting process of the organizational goals.It can only be successful when the organization runsan efficient budgetary control system. When thebudget is implemented only within its approvedprograms and within its pre-specified period, it iscalled budgetary control. So the budgetary control isa prerequisite of the organization. It is a tool, whichguides the management to take corrective action andmeasures to carry out its plan of action.Principally, the major objectives of budgetary controlsystem are; to express the plan of action of theorganization and its goal in a clear and specific manner;to establish clear responsibilities of different budgetcenters of the organization for attainment of its goal;to evaluate and control the performance of budgetcenters of the organization; to provide guidance forexecution in the future actions on the basis of pastexperience.On the basis of approach, budgeting is categorizedas follows-

1. Traditional Budgeting Approach· Line Item Budgeting:



· Incremental Budgeting:· Objective Budgeting:· Surplus Budgeting· Deficit Budgeting· Balanced Budgeting2. Modern Budgeting Approach· Program Budgeting· Performance Budgeting· Zero Based Budgeting· Planning, Programming Budgeting

System (PPBS)

In the context of CAAN, budget is basicallyprepared on the foundation of previous fiscalyear's actual revenue collection and actualexpenditure as well as the estimation ofcurrent year's revenue and expenditures.CAAN mostly adopts the incrementalbudgeting system. Revenue income budgetis prepared on the basis of aeronauticalrevenue income and non-aeronauticalrevenue income. Similarly, expenditurebudget is classified in the following threeheads:

· Development Capital ExpenditureBudget or Capital Expenditure

· Replacement Capital ExpenditureBudget or Administrative capitalExpenditure

· Operational Expenditure budget orRevenue Expenditure Generally,

The budgetary control system has thefollowing key elements;1. Regular monitoring of budget whether it

is utilized properly on periodic basis ornot.

2. Proper justification on any budgetvariations when unexpected or unusualaccident or incident happens and it mustbe approved by authority.

3. Prior approval compulsory formodification and revision of action plan.

Budget Cycle

The stage and period between one budgetand the next budget is called budget cycle.It is repeatedly circulated process of year toyear. For each defined stage, an organizationhas its timeframe within which the specificstage has to be completed. The preparationof the budget begins from the budgetplanning and ends with the closing of fiscalyear. Generally the next year budget isprepared based upon the utilization andtrend of last year's actual performance andcurrent year's targeted performance. But forprofit making organization, the budget isprepared based upon the revenue target,marketing strategy and investment plan -basically in new areas. The budget cycleincludes the stages like budget estimation,budget, budget approval, budget release,accounting, reporting, auditing and feedback.The practice of budget preparation andbudgetary control system has not becomemuch popular in the case of CAAN. It hasneither got the expert manpower of thisarea, nor taken any initiation to groom upsome manpower for this purpose. However,CAAN has been preparing annual budget inad-hoc basic by the initiation of some sincerenon-professional employees of various fields.



Now, the time has come that CAANmust develop its own expertise inbudgeting and budgetary controlsystem. From the aspect ofbudgetary control system, thebudget cycle of CAAN includesvarious stages like budget planning,budget submiss ion, budgetdiscussion in various levels, budgetapproval, budget release andauthorization letter issue, programe x e c u t i o n , m o n i t o r i n g a n devaluat ion, budget rev iew,accounting, auditing (internal andexternal) and feedback.

The following picture shows thevarious stages of budget cycle ofCAAN.

Challenges

The objective of budgetary controlsystem can be fulfilled only whenthe prerequisites of budgets and itscontrol procedures are wellestablished. Although, there aresome practical challenges whichprevents from realization of the

objective of budgetary control system and its benefitsin large scales. The following are some of thechallenges in the context of CAAN-· Budgeting without business plan.· Lack of expertise in formulation of budget.· Lack of approved formal policy for budgeting and

budgetary control.· Lack of linkage of approved budget and action

plans.· Absence of proper monitoring and evaluation

process.· Heavy expenses in eleventh hour of the fiscal year.· No use of budget preparation software.· Lack of linkage of budget and accounting software.· No proper discussion at the time of budgeting

about the feedbacks of internal and externalauditing.

Remedies and Conclusion

Budget should be prepared on the realistic basisconsidering all the possible changes in the near future.There must be rigid restriction in the revisions ofbudget. The frequent revision of budget carries themeaning of less attention of its committee membersin the process of budget formulation. Thus, a formaland approved budgetary control system should beadopted to make the budget more realistic andapplicable. Budgetary progress or target should becompared not only in the volume of its expenditure,but also physical development of implementedprojects and its quality assurance. Good accountingand internal auditing software must be used to reducethe present manual working styles. For the executionof software, the staffs of related fields must be trainedwell to meet this requirement. So a good budgetarycontrol system establishes best working environment



Asst. Manager, CAAN Head Office

of budgeting. It also helps in allocating andutilizing the resources as well as monitoringand evaluating the operational activities ofthe organization. CAAN has been launchingsome positive practices of budgeting fromits establishment. However, there are somany lapses to be improved to adopt the fullphase of budgetary control system. Now,CAAN must take proper decision to establisha permanent unit for budget preparation andbudgetary control system without makingdelay for the betterment of budget-relatedoverall activities.

References :David C Nice (prof.-Washington StateUniversity) Public Budgeting, ThomsonWadsworthJournal of the ICAN ,2009)CAAN Souvenir (various anniversaries)



The sustainability of Air transportation system isconsidered along a global trajectory of growing effectsand the diminishing impacts of this on society andenvironmental conditions due to continuous growth.In doing so, the situation of users of the system (orpassengers), air transport operators (airports, airtraffic control) and airlines, aerospace manufacture,local and national community's policy makers andpublic are examined.

Sustainability is directly related to economic, socialand environmental sectors along with the blend oftechnological perspectives. Economic growth is vitalfor technological advancement and the investmentrequired for improving the social services all alongthe globe. Socially, people should be included indiscussions and decisions that have impact on theircommunities. Environmentally, production andconsumption should advance in a way that does notdiminish the world's natural resources, now and forthe future generation to come, which is of course themain jest of sustainable development. According toBrunt land commission Sustainable mobility can bedefined in this context � as the ability to meet society�sneed to move freely ,gain access, communicate,trade and establish relationships without sacrificingother essential human or ecological values, today andin the future ( word business council for sustainabledevelopment)� .

Sustainable development in air transport is directly

Sustainability of Air Transportation in the context ofNepal.

Bibek Adhikari



Pentagon Int'l Collage

r e l e v a n t t o g l o b a l e c o n o m y . A i rtransportation has valuable and peculiarcontribution to the society and nation as awhole. Moreover, it provides efficient andaffordable access to local or global markets.It helps to improve living standards andfasten economic growth. It alleviates povertyand reduces environmental degradation.Thus, sustainability is directly associated withthe welfare of the society from its grass rootlevel.

Air transport is one of the world's fastestgrowing industries. This fact is evidenced bythe demand for air travel that increased threefold from 1980 to 2000 and that is expectedto double by 2020. Air transportation is vitaland essential to modern life. No one canimagine a world without air travel. This is allbecause of its time saving, economic benefitand safety. Life can not be as easy withoutair transport in today's world. In every walkof our life air transport plays a vital role.

Every coin has two sides. Basically airtransport also has pros and cons. Noise andair pollution from emissions such as nitrogenoxide is very hazardous which ultimatelyleads to climate change, fuel consumptionand related emission. One of the primereasons for global warming is due to theemissions from aircrafts. But people arepaying deaf ear to the situation. They areconcerned only for road transport and theiremission. For the sustainability this problemmust be addressed.

Air transport is essential for world's businessand tourism. It creates jobs and facilitatesthe expansion of world trade by opening upnew market opportunities. It attractsbusiness to locations in developed anddeveloping countries like Nepal, there bysatisfying the mobility requirements ofpeople. It moves products and servicesquickly over long distances bringing economicadvantage to communities.

It forms a unique global transport networklinking people, countries and cultures safelyand efficiently. So socially air transport playsa bridging role in between countries ofdiversities. Today air transport is increasinglyaccessible to greater number of people whocan now afford to travel by Air for leisureand business purposes. Additionally, it canreduce or contain its environmental impactby continually improving fuel consumption,reducing noise and introducing moresustainable technologies.

In context of Nepal if the government formseffective rules and regulations andimplements them in practice, air transportcan realise sustainable development.Furthermore, management of the airport isalso significant. The safety related issuesmust be addressed. If this can be done thenonly air transport will be sustainable. That isneeded for present as well as for future.

g]kfn cGt/f{li6«o :t/d} cfsif{s ko{6sLo uGtJo ePsf] s'/fdfs'g} b'O{dt x'g ;Sb}g . ;g\ !(%) sf] bzsdf s]xL ;Lldtljb]zL cf/f]xLx¿sf nflu lxdfn cf/f]x/0faf6 ;'? ePsf] g]kfnsf]ko{6g pBf]u ;g\ ^) / &) sf] bzskl5 eg] lxKkLx¿sf] :ju{sf¿kdf kl/lrt eof] . klZrdf k'FhLjfbaf6 lj/lQmPsf o'jfx¿zflGt / k|]dsf] vf]hLdf ef}tfl/Fb} lx8\g] qmddf sf7df8f}+nfO{clGtd uGtJo (The last Destination) dfg]/ g]kfn cfpgyfn] . oxfF pknAw x'g] ;:tf] ufFhf / zflGtk"0f{ dfxf]nn] emf]5]FsfuNnLx¿b]lv :joDe"sf 8fF8f;Dd lxKkLx¿ em'lDdGy] . �6k 6]GhÚj]a;fO6n] ^) / &) sf] bzssf] pTs[i7 !) lxKkL uGtJodfg]kfnnfO{ klxnf] gDa/df /fv]sf] 5 . ;:tf] d"Nosf] cfjf; /oxfFsf] :juL{o cfnf}lss ;'Gb/tf;Fu klZrdfx¿ qmd};Fu cfslif{tx'g] qmd a9\b} uof] . ;g\ !(()sf] kl/jt{gkl5 g]kfndf cf}krfl/s¿kdf ufFhfsf] lsga]r / ;]jg k|ltalGwt ePkl5 sf7df8f}+sf]�lk|ms l:6«6Ún] cem} klg k'/fgf lbgx¿sf] :d/0f u/fpF5g\, To;kl5;'? eof], kj{t/f]x0f / kbofqf ko{6gsf] o'u . lxKkL o'un] oxfFsf]jftfj/0fnfO{ kl/lrt agfPkl5 lxdfnleq n's]sf] lxdfnL :ju{cyf{t\ :ju{ -;f+u|Lnf_sf ¿kdf g]kfnsf] ko{6gn] cGt/f{li6«oklxrfg kfpFb} uof] . a]nfotL n]vs h]D; lxN6gsf] JofVofleqkg]{ ;f+u|LnfcGtu{t pQ/L ef/tb]lv ltAat, g]kfn / e'6fgsflxdfnL pkTosfx¿ k5{g . lxdfnL pkTosfx¿sf df}lns ;+:s[lt/ klxrfg cem} hLljt 5, o;sf] e]b Tolt g} ulx/f] 5 hltof]leq k:g ;Sof] . ;+:s[lt pTvGgsf] oxL ef]sn] ;f+u|LnfnfO{uGtAo agfpg] ko{6sx¿ slt ef/t x'Fb} g]kfn / e'6fg l55{g,slt g]kfn x'Fb} ltAat .

o;/L :jt:km"t{ ¿kdf ljsfl;t / k|al4{t x'Fb} cfPsf] g]kfnsf]ko{6sLo Oltxf;nfO{ ca gofF df]8 lbg'kg]{ a]nf eO;s]sf]5 . g]kfnsf uGtJosf] ;an / sdhf]/ kIfaf/] cj d"Nof+sg



ko{6g ljsf;sf nflu ;'wf/sf] vf]hL

uh]Gb| a'9fyf]sL



ug}{k5{ . b]zsf] ko{6g sf7df8f}+ -gu/sf]6 / w'lnv]n_,kf]v/f, lrtjg, ;u/dfyf, cGgk"0f{ ;+/If0f If]q;lxtsf;Lldt If]qaf6 aflx/ hfg ;Sg'k5{ . ca of] ;dodfk|fylds uGtAoaf6 ;xfos uGtAodf tfGgsf nfluKofs]h sfo{qmdx?sf] ljsf; ug'{ h?/L eO;s]sf]5 . ljutsf] nfdf];do;Dd /fhgLlts cl:y/tf,nuftf/sf] aGb, x8\tfn / rSsfhfd, sdhf]/ ko{6sLok"jf{wf/, g]kfn ko{6g af]8{, ko{6g dGqfnonufotsflgsfosf sdhf]/ e"ldsfh:tf sf/0fn] ko{6scfjfudgdf k|efj kf/L g} /Xof] . g]kfnnfO{ cGt/f{li6«oIf]qdf a|flG8ª / k|a4{g ug]{ dfldnfdf xfdL ;Fw} g}r'sL /Xof}+ . g]kfndf u'0f:t/Lo / vrf{n" ko{6sNofpgsf nflu g t ;/sf/n] g lghL If]qn] g} ;lqmoe"ldsf v]Ng ;Sof] . oxfF klg Psn] csf]{nfO{ bf]ifb]vfP/ kG5g] k|j[lQ xfaL eof] .

;'/IffhGo sf/0fn] dfq geO{ Jojxf/ / a]lyltn] klgg]kfnsf] ko{6sLo 5lj ;sf/fTds aGg g;s]sf]tYonfO{ ca uDeL/tfk"j{s dgg ug}{k5{ . d'n'ssfnflu cltly ag]/ lelqPsf] Pp6f ko{6s Po/kf]6{aflx/ lg:s]kl5 aL;f}+ jif{ yf]qf Po/kf]6{ 6\ofS;L,6\ofS;L 8«fOe/x¿sf] tfgftfg To;sf] ljsNkdfPo/kf]6{ a;sf] cefjn] p;nfO{ lk/f]N5 . wGg yf]qf6«nLsf] cWofo eg] oltv]/ s]xL xb;Dd 6n]sf] 5 .

ljdfg:ynaf6} s;}u/L plDsPsf] ko{6s b]zs} /fhwfgLsf]c:tJo:t rfn b]v]/ lj/lQmg yfN5 . sf7df8f}+sf]kmf]xf]/af6 jfSs ePsf] pm ko{6sLo If]qdf 3'Dbf;8se/ dfUg], ;8s Jofkf/Lsf] jfSsnfUbf] rfnaf6emg} lg/fz x'gk'U5 . ;Lldt ko{6sLo If]qdf ko{6gk|x/L t 5g\ t/ pgLx¿sf] ;]jfaf/] ko{6s cgle15g . hfg]/ xf]; of ghfg]/ ko{6g k|x/Lsf] k|efjsfl/tf

a9fpg ;lsPsf] 5}g . ko{6sLo If]qdf ko{6s x}/fgkfg]{ dfUg] / ;8s Jofkf/Lsf] lgoGq0fb]lv ko{6sn'l6Fbf�rf]l/bf;d]t ko{6g k|x/L ;lqmo gePsf] u'gf;f]a]nfa]nfdf ;'Gg] ul/Psf] 5 . kbofqfdf uPsf ko{6sx¿x/fO/x]sf 5g\ . To;}n] ko{6g k|x/Lsf] ;]jfdfk'g/fjnf]sg ug]{ ;do eO;s]sf] 5 . aLrdf g]kfnko{6g af]8{n] ko{6ssf] ;Gt'i6Laf/] d"Nof+sg;d]t ;'?u/]sf] lyof], Toltv]/ o;af/] pNn]Vo ;'emfj lbOPsf]tYo ;fj{hlgs ePsf] lyof] . ;'emfj lng] t/ To;sf]sfof{Gjog eg] gx'g] ;+:sf/ cem /xFb} cfPsf] 5 .g]kfn cfP/ kms]{sf] ko{6sn] /fd|f]�g/fd|f] h]h:tf]l6Kk0fL u/] klg b]zsf] ko{6g pBf]usf] ljsf;df Tof]k|ltlqmofn] of]ubfg k'¥ofpF5 eGg] tYonfO{ oltv]/lj;{g ldNb}g . g]kfnnfO{ pQd ko{6sLo uGtAoagfpF5' eg]/ dfq x'Fb}g, To;sf nflu ;a} kIf ;anx'g'k5{ . ko{6sLo k"jf{wf/ eg]sf] xf]6n, l/;f]6{sf /fd|fsf]7f, ofqfsf nflu jftfg's"lnt uf8L, cyjf lx8\gsfnflu /fd|f] af6f], plrt :jfut ;Tsf/ dfq xf]Og .Ps k6s g]kfn cfPkl5 km]l/ klg bf]xf]¥ofP/ cfpFeGg] jftfj/0f l;h{gf ug]{ ;a} kIf xf] . h;dfzflGt�;'/Iff, lgjf {w cfjfudg klxnf ] ;t{x'ghfG5 .

g]kfndf !) nfv ko{6s leq\ofpg] nIo;fy g]kfnko{6g jif{ @)!! dgfOof], ;g\ @)!@ nfO{ n'lDagLe|d0f jif{ 3f]if0ff u/]/ ;f]xL cg'kftdf ko{6s leq\ofpg]nIo ;fj{hlgs ul/Psf] 5 . XjfQ} ko{6s a9fpg'dfq sfkmL 5}g . Ps} k6s cf]O/g] 7"nf] ;+Vofsf ko{6swfGgsf nflu oxfFsf] ko{6g pBf]u ;Ifd 5 of5}g < 5}g eg] Ifdtf lj:tf/sf nflu s] ug{ ;lsG5eGg] ljifodf klg uDeL/ k'g/fjnf]sg ug'{k5{ . o;sfnflu oxfFsf] ko{6sLo k"jf{wf/df cfd"n ;'wf/ ug'{kg]{



b]lvG5 . h;df ;8s ;~hfnb]lv ;DefJoko{6sLo uGtJox¿df ef}lts k"jf{wf/sf];'wf/;Dd hf]l8G5 h;sf nflu 7"nf] cg'kftdfnufgL a9fpg' kg]{ x'ghfG5 . pko'Qm nufgLgLlt gx'Fbf a}+lsª If]qn] rfx]/ klg nufgLlj:tf/ ug{ ;s]sf 5}gg . Psn shf{;Ldfh:tf k|fjwfgn] ubf{ / s]xL 7"nf shf{dfb]lvPsf] ;d:ofn] ubf{ ko{6g pBf]usf 7"nfkl/of]hgfdf ;xljQLos/0f nufgL sl/asl/a /f]lsPsf] cj:yf 5 . o:tf uf7f]+gkm'sfOsg lghL If]qaf6 yk nufgL lj:tf/x'g ;Sb}g . ;/sf/sf] PSnf] k|of;n] dfqw]/} 7"nf pknAwLx¿ xfl;n x'g ;Sb}ggeGg] s'/f k|dfl0ft g} eO;s]sf] 5 . g]kfnsf]ko{6g pBf]u clxn] hxfF k'u]sf] 5, To;dflghL If]qsf] k|d'v e"ldsf /x]sf] s'/fdf s'g}b 'O {dt x 'g ;Sb }g . ca ;/sf/n];fj{hlgs�lghL�;fd'bflos cjwf/0ffdf xftgxfnL g]kfnsf] ko{6g pBf]un] 7"nf] km8\sf]dfg}{ ;Sb}g . g]kfnsf] k/Dk/fut ko{6gahf/Ls/0f cjwf/0ffdf kl/jt{gsf] vfFrf]5 . clxn]sf] tLj| / pRr k|ltkiwf{ cj:yfdfsdhf]/ Ifdtfaf6 Psn ?kdf vrf{n' ko{6stfGg ;Sg] ;Defjgf eg] sd} 5 . g]kfnnfO{hlt cGt/f{li6«o ahf/df k|a4{g ug{ ;Sof],Tolt g} a9L ko{6s cfpF5g\ eGg] tYonfO{;Da4 ;/f ]sf/jfnf kIfx¿n] dggug} {k5{ . Psflt/ ko{6gnfO{ /fli6«ok|fyldstfk|fKt If]q 3f]if0ff ug]{ csf{lt/o;sf nflu cfjZos ah]6 ljlgof]hgdfsGh':ofO{+ ug]{ jf ljlgof]lht ah]6 ljleGggfd / axfgfdf vr{ gu/L cGoq ;fg]{

;+:sf/n] of] If]qsf] ljsf; x'g} ;Sb}g . clxn]sf] cj:yfdfko{6snfO{ cfslif{t ug{sf nflu ljleGg cfsif{0f / Kofs]hx¿lj:tf/ ug{ cfjZos 5, o;sf nflu If]qLo uGtJox?;Fug]kfnnfO{ cfj4 ug]{ qmd ;'? ul/g'k5{ . s]xL jif{cl3 Pl;ofnLljsf; a}+ssf] Ps cfof]hgf ;f;]s cjwf/0ffcGtu{t a'l4:6;ls{6sf] cjwf/0ff NofOof] . g]kfnb]lv >Ln+sf;Ddsf a'4;Fu;DalGwt If]qx¿nfO{ ;d]6]/ NofOPsf] of] a'l4:6 ;ls{6nfO{Kofs]hsf ¿kdf k|a4{g ug{ ;lsPsf] 5}g . ef/tn] a'4;Fu;DalGwt If]qx?;Dd 3'Dg] u/L cfkm\gf] d'n'sleq /]Nj] ;]jf klg;'? ul/;s]sf] 5, t/ b'ef {Uo uf}tda'4sf] hGdynf]n'lDagLglhs;Dd cfOk'Ug] of] ;]jfaf6 g]kfnn] s]xL klg nfep7fpg ;s]sf] 5}g . ;fFrf] cy{df eGg] xf] eg] slxNo} klg ;+o'Qmahf/ k|a4{g l;h{gzLn x'g ;lsPgg\ . g]kfn ljZj ko{6gahf/df ;fxl;s ko{6gsf nflu k|Voft /xFb} cfP klg o;sf]ahf/Ls/0f l5d]sL d'n'ssf jf ljsl;t d'n'ssf 6'/ ck/]6/x¿n]ul//x]sf] oyfy{ xfd|f;fd' 5 . l8HgL NofG8leq lgld{t ;u/dfyfsf]k|lt¿kdf rnfOPsf] sf]:6/ /fO8;Fu g]kfnsf] ;u/dfyf / oxfFsf]ko{6sLo ;"rgf /fVg g t g]kfn ;/sf/n] kxn u¥of]{, g :jb]zLko{6g Joj;foLn], g u}/cfjf;Lo g]kfnLn] g} g]kfnsf] ko{6gk|a4{gsf nflu ljb]zl:yt g]kfnL b"tfjf; / cGo s'6g}ltslgof]un] h'g ¿kdf k|efjsf/L e"ldsf v]Ng' kg]{ lyof], Tof] x'gg;s]sf] 5n+ª\u eO;s]sf] 5 . b"tfjf;x¿df ko{6g k|a4{gsfnflu ljz]if ¿kdf k|lzlIft hgzlQm / a]nfa]nfdf g]kfn;fFemh:tf sfo{qmd cfof]hgf ug{ kof{Kt ah]6sf] cefj x'g]u/]sf] s'/f a]nfavt ;DalGwt /fhb"tx¿n] ;fj{hlgs ug]{ u/]sf5g\ . Vofltk|fKt cGt/f{li6«o ;~rf/dfWodx¿af6 k|rf/ k|;f/ug'{kg]{ t 5Fb}5, ePsf ;+oGqx¿sf] klg ;xL 9+un] kl/rfngx'g ;ls/x]s]f 5}g . g]kfn ko{6g jif{�@)!! sf qmddf bh{gf}+JolQmx¿nfO{ ;b\efjgfb"tsf ¿kdf lgo'Qm t ul/Psf] lyof] t/pgLx¿nfO { ;xL 9 +un] kl/rfng g} ug{ ;lsPg .

ca xfdLn] g]kfnsf ko{6sLo pTkfbgnfO{ km/s 9+un] ljsf;



/ ahf/Ls/0fsf ] gLlt lng' kg] { a]nf ePsf]5 . o:tf] ljljlws/0fsf nflu ca g]kfnL ;+:s[ltcWoogsf nflu uGtAo klxrfg u/L To;sf] ljsf;sfnflu ;d'bfo;d]tsf] ;xeflutfdf sfo{qmdx¿ cl3a9fpg' k5{ eg] o; l;nl;nfdf u|fdL0f ko{6gdfxfl;n pknAwLnfO{ cem lj:tf/ ug'{k5{ . g]kfnsf]ko{6g pBf]usf] k|d'v r'gf}tL eg]sf] ko{6sx¿sf]a;fO{ cjlw / pgLx¿sf] vr{ ug]{ Ifdtfdf lj:tf/g} xf] . ko{6g dGqfnosf] Ps tYof+scg';f/ g]kfndfko{6ssf] cf};t a;fO{ cjlw ;f9] !! lbg 5 . !((*sf] e|d0f jif{kl5 ko{6ssf] ;+Vof a9] klg vrf{n" /u'0f:t/Lo ko{6ssf] ;+Vof a9\g ;s]sf] 5}g . ko{6ssf]cfjZostf / rfxgfcg';f/sf] pTkfbg tyf ;]jflj:tf/df Wofg lbg g;lsPs} sf/0f vrf{n" ko{6sa9\g g;s]sf] tYonfO{ ca klg la;{g] xf] eg] g]kfnsf]ko{6g k|a4{gdf hlt;'s} k|oTg u/] klg cy{xLg g}x'g k'U5g .

csf]{ sdhf]/ kf6f] eg]sf] xjfO{ ;~hfn lj:tf/ g}xf] . b'ef{Uoj; b]zsf] Psdfq /fli6«o Wjhfjfxs klgoltv]/ hxfhljxLg cj:yfdf 5 . of] lgsfo nfdf];dob]lv cToflws /fhgLltss/0f / e|i6frf/sf]lzsf/ eO/x]sf] 5 . cGt/f{li6«o p8fgsf nflu g]kfnjfo';]jf lgud;Fu hxfh t 5}g g}, ePsf hxfhx¿klg s'g} klg axfgfdf NoflG8ª x'g] ljQLs} To;sfkf6k'hf{ rf]l/g] /f]u b]vfk/]sf] 5 . gofF�gofF hxfhx¿yk]/ /fli6«o jfo';]jfnfO{ ;an / ;Ifd agfpg' kg]{dfePsf hxfhx¿ klg qmd};Fu lvof nfUb} uP . hxfhlsGg] k|lqmof r/d /fhgLlt, e|i6frf/ tyf sldzgsf]v]nsf] hGhfndf h]lnFb} uof] . jfo';]jf lguddf slxn]s';L{sf] emu8f t slxn] clVtof/ / n]vf ;ldltsf]x:tIf]k b]lvof] . lgudsf Ifdtfjfg kfOn6x¿ ljgf

sfd a]/f]huf/ x'g afWo eP, slt t knfog g}eP . lghL If]qsf jfo';]jf ;~rfnsx¿ klg cGt/f{li6«op8fgsf nflu ;Ifd ePgg\, g pgLx¿nfO{ ;Ifdagfpgdf g} rf;f] lbOof] . cGt/f{li6«o p8fgsf nflulbOPsf lgj]bgx¿ klg yfFtLdf /flvof] . kmnfgfb]z;Fu xfd|f] jfo';]jf ;Demf}tf 5Fb}5 eg]/ c?sf]cfzdf cfsf; x]/]/ a:g] k|j[lQ tfn'sjfnf dGqL tyf;/sf/L clwsf/Lx¿df xfaL eof] . g]kfn;Fu xjfO{;Demf}tf ePsf sltko b]zn] clxn];Dd g]kfndfPp6f klg hxfh k7fPsf 5}gg\, g t hxfh p8fO{/x]sf b]zx¿af6} k|fKt l;6 Ifdtf pkof]u ug{ ;lsPsf]5 . jfo';]jf lgud;Fu} p8fg ;]jfdf k|j]z u/]sf]yfO Po/j]hn] Jofks pGglt ul/;Sbf xfd|f] jfo';]jflgud eg] lbgk|ltlbg ?U0f aGb} uO/x]sf] 5 . eGgt yfONofG8 / g]kfnsf] cjl:yltsf sf/0fn] ubf{ oLb'O{ jfo';]jfx¿aLr t'ngf g} ug{ ldNb}g eg]/ Psyl/ljZn]ifsx¿n] eGg] u/]sf 5g\, t/ ;TorflxF s] xf]eg] jfo';]jf lgudnfO{ slxNo} pGgltsf] af6f]df nfgglbOPsf], o;nfO{ ;Qf / zlQmdf /x]sf ;d"xx¿n]cfkm\gf] :jfy{k"lt{ ug]{ b'x'gf] ufO{dfq ePsf sf/0f o;n]pGglt ug{ g;s]sf] xf] . csf{tkm{ g]kfnsf] lghL If]qklg xjfO{ cfsf;df Tolt Jofj;flos ¿kdf ;kmnx'g ;s]g . Pe/]i6 Po/b]lv g]sf]g Po/;DdsfsDkgLx¿ gfkmfdf rNbfrNb} cfZro{hgs ¿kdf aGbx'g k'u] eg] csf{lt/ ljZjsf] p8\8og cfsf;af6}lj:yfkg eO;s]sf] kmf]s/h:tf] hxfh NofP/ hf]lvddf]Ng vf]Hg] sl:ds Po/ cfkm\gf] p2]Zodf ljkmn eof]. a'4, olth:tf jfo';]jf sDkgLx¿n] oltv]/ ;kmntfxfl;n ul//x]sf] b]lvP klg pgLx¿ cGt/f{li6«o p8fgdfhfg ;ls/x]sf 5}gg, o;sf k5fl8 cfly{s / k|fljlwsb'j} sf/0fx¿ 5g\ .



;Dkfbg ;+of]hs, /fli6«o cfly{s b}lgs sf/f]af/

o;/L x]bf{ g]kfnL xjfO{ cfsf; cGt/f{li6«ojfo';]jf sDkgLx¿sf] e/df rln/x]sf]5 . c?sf] jfo';]jfsf e/df rln/x]sf]g]kfnL ko{6g pBf]un] To;af6 nfe kfpgg;Sg' :jefljs g} xf] . g]kfnsf] lghL If]qn]cGt/f{li6«o ;fem]bf/L vf]Hg] hf]lvd xfn;Dddf]Ng g;Sg' g} oxfFsf] p8\8g If]qsf] ;a}eGbf7"nf] sdhf]/L xf] .

g]kfnsf] xjfO{ cfsf;nfO{ k"0f{ ;'/lIft /e/kbf]{ 5 eg]/ ljZjf; a9fpg' kg]{ csf]{vfFrf] 5, lsgeg] g]kfnsf] xjfO{ cfsf;dfePsf s ]xL b '3 {6gfx¿; Fu } n 'Snfljdfg:ynnfO { ljZjs} hf ] lvdo'Qmljdfg:yndf /flvPsf ] , ;LPgPgsf ]cfO�l/kf]6{h:tf sfo{qmddf sf7df8f}+sf]ljdfg:ynnfO{ ljZjs} x]nf ug{ nfossf]ljdfg:ynsf] ;"rLdf /flvPsf]h:tf sf/0fn]g]kfnk|ltsf] ljZjf;df wSsf k/]sf] 5 .g]kfndf xfn;Dd xjfO{ ;'/Iff;DaGwL Pp6fckjfbsf] r's -O{lG8og Po/nfOG;sf]ckx/0fsf] 36gf_afx]s csf]{ s'g} r's gePtfklg p8\8og ;'/Iffsf ;jfndf eg] ;'wf/ug'{kg]{ w]/} ljifox¿ 5g\ . h;df jfo';]jfx¿sf]lgoldt cg'udgb]lv pks/0fx¿sf]cfw'lgsLs/0f / kl/jt{g;Ddsf d'2fx¿hf]l8Psf 5g\ . of] klg g]kfnsf] ko{6gIf]qsf] d'Vo d'2f xf] . olb ko{6g If]qnfO{g]kfnL cy{tGqsf] d]?b08sf ¿kdf dfGg]xf] eg] gf/f / efif0fdf dfq xf]Og, Jofjxfl/s¿kdf o:tf sdhf]/Lx¿sf] ;'wf/tkm{ 7f];gLltut kxn x'g ' cTofjZos 5 .

g]kfnL ko{6g Ps emns

s'n ufx{:y pTkfbgdf k|ToIf of]ubfg ;g\ @)!!M ? #& ca{ #) s/f ]8 -@=* k | ltzt_jflif{s cf};t j[l4b/M $=* k|ltzt;g\ @)@!M ? %( ca{ $ s/f]8 -#=@k|ltzt_

s'n ufx{:y pTkfbgdf s'n of]ubfg;g\ @)!!M ? *( ca{ @) s/f]8 -^=& k|ltzt_ ;g\ @)@!M? ! va{ %% ca{ () s/f]8 -&=(k|ltzt_

k|ToIf /f]huf/L;g\ @)!!M @ nfv (# xhf/ -s"n /f]huf/Lsf] @=$ k|ltzt_jflif{s cf};t j[l4b/M #=( k|ltzt;g\ @)@!M $ nfv @( xhf/ -s"n /f]huf/Lsf] %=& k|ltzt_s'n /f]huf/L l;h{gf -k|ToIf / ck|ToIf_;g\ @)!!M & nfv @^ xhf/ -s"n /f]huf/Lsf] %=( k|ltzt_jflif{s cf};t j[l4b/M $=! k|ltzt;g\ @)@!M !) nfv *& xhf/ -s"n /f]huf/Lsf] ^=* k|ltzt_;|f]tM jN8{ 6«fen PG8 6'l/Hd sfplG;n



!=k[i7e"ld Ms'g} klg lgsfo tyf ;+ul7t ;+:yfsf] nflu cfjZossd{rf/Lx¿sf] 5gf}6, lgo'lQm, egf{, ;?jf Pjd\tt\;DaGwLsf] sfd ug]{ k|lqmofnfO{ sd{rf/L Joj:yfkggfds/0f ug]{ ul/Psf] kfOG5 . o;sf] cnfjf sd{rf/LnfO{cfkm\gf] sfo{ ;Dkfbgsf] l;nl;nfdf ;xh / sfo{k|ltsf]1fgdf clej[l4 ug{ lbOg]] tflnd, cWoog, labf;'ljwfnufot kbf]Gglt, cjsf;h:tf sfo{ k|bfg /cjsf;kl5 hLjgofkgsf nflu cfly{s ;'ljwf pknJwu/fOg] h:tf sfo{x¿nfO{ ;d]t sd{rf/L Joj:yfkgleq ;d]l6Psf] x'G5 . s'g} klg ;++:yfdf /x]sf sd{rf/Lolb bIf ePgg\ eg] To; ;+:yfaf6 k|bfg ul/g];]jf;'ljwfdf u'0f:t/Lotf x'g ;Qm}g . log} s'/fx¿nfO{dgg\ u/L k|To]s ;+:yfn] sd{rf/L Joj:yfkgsf] If]qdfljif]z Wofg k'¥ofpg] u/]sf] x'G5 . s'g} klg ;:yf;~rfngsf nflu ef}lts, cfly{s Pjd\ dfgj ;|f]tsf]cfjZostf kb{5 . cGo ;Dk"0f{ >f]tx¿ dfgjaf6kl/rflnt x'g] x'gfn] ;+:yf ;~rfngdf cGo ;|f]tx¿nfO{;fwgsf] ¿kdf / dfgj ;|f]tnfO{ ;fWosf] ¿kdf lnOg]ul/G5 . o; k|sf/sf] ;+:yf ;~rfngsf] ;fWosf] ¿kdf/x]sf] dfgj ;|f]tsf] Joj:yfkg ;DaGwdf g]kfn gful/sp8\8og k|flws/0fsf] ljBdfg Joj:yf / o;df ug'{kg]{;'wf/x¿df s]lGb|t /xL of] cfn]v tof/ ul/Psf] 5 .

@= lgo'lQm Joj:yftf]lsPsf kbx¿sf] nflu tf]lsPsf] of]Uotf, ;Lk, bIftfPjd\ k|ltef ePsf pDd]baf/x¿aLr k|lt:kwf{ u/fO{tLdWo]af6 5gf}6 u/L ;DalGwt ;]jf ;d"xdf k|j]zu/fOg] sfo{nfO{ egf{ 5gf}6 cyjf lgo'lQm elgG5 .

;'lgn d"n

k|flws/0fdf hgzlQm Joj:yfkg



hgzlQm eg]sf] ;+:yfsf] lglDt dfgj k'FhLxf] . ;+:yfsf] sfo{ k|s[ltcg';f/ ljleGgk|sf/sf k|ljlwx¿ h8fg ul/Psf x'G5g\,tL ;fwgx¿sf] ;~rfng dfgjn] dfq;~rflnt x'g] x'Fbf ;+:yfleq df}h'bf ef}lts;fdfu|Lx¿ ;fwgsf] ¿kdf /xg] / ;fWosf]¿kdf dfgj /xg] x'G5 . o; k|sf/sf ljljw;fwgx¿ ;~rfng u/L ;+:yfaf6 k''¥ofOg'kg]{ ;]jf�;'ljwf c;Lldt /x]sf] x'G5 .c;Lldt ;]jf, ;Lldt hgzlQmaf6 ;~rfngug'{kg]{ afWotf ;+:yfsf] /x]sf] x'G5 eg]sltko ;+:yfx¿df clws hgzlQmsfsf/0f;d]t ;]jfdf k|lts"ntf cfO/x]sf]x'G5 . ctM ;+:yfaf6 k'¥ofpg'kg]{ ;]jfcg's"nsf] hgzlQm ;+Vof / tf]lsPsf] sfo{axg ug{ ;Sg] bIf, nugzLn / O{dfGbf/hgzlQmsf] egf{ 5gf]6 cyjf lgo'lQmn];+:yfsf] sfo{ ;Dkfbgdf u'0f:t/ clej[l4x'g hfG5 . o; k|sf/sf] egf{ 5gf]6 tyflgo'lQmsf nflu j}1flgs of]hgfsf] cfwf/dftof/ ul/g' kg]{ x'G5 . xf]8afhL / nx8,s/sfk / bafadf of] sfo{ x'g uPdf ;+:yfn];f ]r]cg'¿ksf] cfsf +Iff kl/k"lt{ ug{;Sb}g . o;af6 ;+:yfut pTkfbgd'lvkl/0ffdsf] abnf cg'Tkfbs hgzlQm a9\guO{ ;+:yf x|f;f]Gd'v x'g k'Ub5 . ;+:yfdf;]jf k|j]z u/fOg' eg]sf] dfgjsf] hLjgsf];'/Iffb]lv ;+:yfsf] lbuf] ljsf;;Ddsf] e"ldsf/x]sf] x'G5 . oxL tYonfO{ x/]s ;+:yfn]sfo{/t hgzlQmx¿sf] ;]jf ;'ljwfx¿sf]:ki6 Joj:yf lgodaf6} ls6fg ul/Psf]x'G5 .

Gfful/s p8\8og k|flws/0f ;]jf pTkfbg ug]{ ;fj{hlgs ;+:yfxf] . gful/s p8\8og ;]jfcGtu{t /xL k|zf;g / k|fljlws b'O{efudf sd{rf/Lx¿sf] ;]jf tx ! b]lv % ;Dd ;xfos:t/ /tx ^ b]lv !@ ;Ddsf] clws[t tx ljefhg ul/Psf] 5 .k|flws/0fsf] ;+u7gfTds ;+/rgf tyf b/aGbL kbk"lt{ ;ldltn]:jLs[t u/]adf]lhd ;]jfsf] lgldQ cfjZos kbsf] l;h{gful/G5 . pQm ;]jfx¿sf] kbk"lt{ v'nf, cfGtl/s k|ltof]lutfTdstyf sfo{ Ifdtfsf] d"Nof+sgåf/f lgwf{l/t k|ltztcg'¿k kbk"lt{ul/G5 . v'nf k|ltof]lutfåf/f k"lt{ ug]{ lgwf{l/t k|ltztsf] kbdWo]af6 $% k|ltzt kbdf dlxnf, cflbjf;L÷hghflt, dw];L,blnt, ckf+u / lk5l8Psf] If]qnfO{ qmdzM ##, @&, @@, (, %/ $ k|ltztn] ;dfj]; x'g kfpg] Joj:yf k|flws/0f sd{rf/Lx¿sf];]jfsf ;t{�;'ljwf;DaGwL lgodfjnLn] Joj:yf u/]sf] 5 .lgodfjnLn] v'nf tyf cfGtl/s k|ltof]lutfåf/f lnOg] k/LIffsf]xsdf tf]lsPsf] of]Uotf ePsf pDd]baf/x¿sf] lnlvt, cGtjftf{/ kbk"lt{ ;ldltn] tf]s]sf] cGo tl/sfsf] dfWodn] ;kmn ePsfpDd]bjf/nfO{ kbk"lt{ ;ldltsf] l;kmfl/;df clws[t:t/sf] kbdf;~rfns ;ldltn] / ;xfos:t/sf] xsdf dxflgb]{zsn] lgo'lQmug{ ;lsg] pNn]v u/]sf] 5 . lgodfjnLn] Joj:yf u/]sf] v'nfk|ltof]lutfTds k/LIff cf+lzs k|fljlws ;]jftkm{sf s]xL kbx¿sf]lj1fkg eO{ ;f]cg'¿k kbk"lt{ ug{ ;s]sf] 5 eg] k|zf;lgstkm{;fdfGo k|zf;g tyf cfly{s k|zf;gtkm{sf] v'nf kbk"lt{ ug{;s]sf] 5}g . o;/L k|zf;lgs kbx¿sf] ;dodf kbk"lt{ gx'Fbfk|flws/0fsf] k|fljlws ljifoj:t'nfO{ k|zf;lgs ;+oGqn] 8f]¥ofpg'kg]{sfo{df k|lts"ntf pTkGg x'Fb} uPsf] b]lvG5 . ;+:yfn] /fv]sf]nIonfO{ ;fsf/ kfg{ bIf Pjd\ Ifdtfjfg hgzlQmx¿sf] afx'Nox'g' h?/L x'g] ePsf]n] k"lt{ ug{ afFsL kbx¿sf] v'nf k|lt:kwf{Tdsk/LIffsf] dfWodaf6 lng] k|s[ofnfO{ tLj| t'NofOg' kb{5 .

#= tflnd Joj:yfh'g;'s} ;+:yfdf To; ;+:yfaf6 k|jfx x'g] sfd sf/afxLx¿u'0f:t/Lo 9+uaf6 kl/rfng x'g ToxfF sfo{/t hgzlQmx¿sf]



pNn]VogLo e"ldsf /x]sf] x'G5 . lbg�k|ltlbgsf] gjLgtdljsf;qmd;Fu} sfd sf/afxLx¿ k"/f u/L l56f]5l/tf]9+uaf6 ;]jf k|bfg ug'{kg]{ kl/l:yltdf gofF k|ljlwx¿nfO{cfTd;ft u/L ;do;Fu} hfg g;lsPdf sfddf r':ttfcfpg ;Sb}g . ablnFbf] ;do;Fu} sfd sf/afxLx¿df;f]xLcg'¿k kl/jt{g x'g ;+:yfdf sfo{/t hgzlQmx¿o;;Fu ;DalGwt sfo{x¿df k|lzlIft x'g' cfjZosx'G5 . o:tf] tflnd gofF lgo'lQm x'g] hgzlQmx¿sf]lgldQ cem} dxTjk"0f{ /x]sf] x'G5 . gofF hgzlQmnfO{sfo{;Fu kl/lrt u/fpgsf] nflu k"j{;]jfsfnLg tflndsf;fy;fy} sfo{/t hgzlQmx¿sf] k]zfut 1fg, ;Lktyf bIftf clej[l4 ug{ ljleGg lsl;dsf ;]jfsfnLgtflndx¿sf] h?/t x'g] x'G5 . ;]jfsfnLg tflndn];+:yfdf sfo{/t hgzlQmsf] pTk|]/0ffdf ljsf; x'gk'Ub5 . o;n] hgzlQmaf6 ;Dkfbg x'g] sfo{ljj/0fdfk|ult x'g'sf ;fy} j[lQ ljsf; ;d]tdf ;xof]u k'UghfG5 . o;af6 ;du|df k]zfut sfo{ Ifdtfdf clej[l4x'gfsf ;fy} ;+:yfsf] ;jf{ªl\u0f ljsf;df pNn]VogLoof]ubfg x'g k'Ub5 . o; tYonfO{ dgg\ u/L x/]s;+:yfdf sfo{/t hgzlQmx¿sf] Ifdtf clej[l4 ug{tflnd, k|lzIf0fx¿sf] Joj:yf ul/Psf] x'G5 . tflndsf]pko'{Qm dxTjnfO{ Wofgdf /fvL ;+:yfn] tflnd;DaGwL7f]; gLlt tyf sfo{qmd agfO{ k|To]s jif{x¿dfsfof{Gjog ug]{ ub{5 .

k|flws/0fdf o; k|sf/sf] j[lQ ljsf;sf nflu x/]sjif{ :jb]zL tyf ljb]zL tflndx¿sf] lgldQ pNn]Vo/sd vr{ x'g] u/]sf] 5 . o; k|sf/sf] tflnd k|bfgug{sf nflu dfgj ;++;fwg ljefusf] cu|;/tfdfsd{rf/L 5gf]6 ug{ dgf]gog sld6Lsf] l;kmfl/;df:jb]zL tyf ljb]zL tflndsf nflu sd{rf/Lx¿sf]dxflgb]{zs:t/Lo lg0f{osf] cfwf/df sd{rf/Lx¿sf]

j[lQ ljsf;df of]ubfg k'¥ofpFb} cfPsf] 5 .

$= ;?jf Joj:yfs'g} klg sd{rf/LnfO{ gofF sfd l;Sg] tLj| O{R5f x'g]ePsfn] Pp6} k|s[ltsf] sfddf nfdf] ;do;Dd g/fvL7f]; ;?jf gLltsf] cfwf/df ;do ;dodf ;?jf u/L;+:yfsf] ljleGg sfo{sf] ;DaGwdf cg'ej tyf 1fgxfl;n ug]{ cj;/ k|bfg ug'{ kb{5 . o;af6 ;+:yfsf]ljljw sfo{ Pjd\ lqmofsnfksf] ;DaGwdf sd{rf/Lkl/lrt x'g uO{ sfo{;Dkfbg Ifdtf clej[l4 eO{;+:yfsf] p2]Zo xfl;n ug]{ sfo{df dxTjk"0f{ ;xof]uk'Ug] wf/0ff Joj:yfkg;DaGwL ljåfgx¿sf] /x]sf]kfOG5 .!% jif{eGbf a9L cjlw k|flws/0fsf] ;]jf ul/;s]sfsd{rf/LnfO{ p;sf] z}lIfs of]Uotf, cg'ej, tflnd,sfo{Ifdtf cflbsf] cfwf/df lj1 sd{rf/Lsf] ¿kdfpko'Qm ljefu tyf sfof{nox¿df ;?jf Pjd\ kb:yfkgfu/L To;kl5 nfdf] ;do;Dd lghsf] sfo{Ifdtfsf]clwstd pkof]u ug]{ u/fpg] cj;/ k|bfg ul/g'kb{5 .Kf|flws/0fdf sfo{/t sd{rf/Lx¿sf] ;?jf ug]{ clwsf/dxflgb]{zsnfO{ x'g] sd{rf/L lgodfjnLdf Joj:yf/x]sf] 5 . lgodfjnLdf ePsf] Joj:yfcg';f/ Pssfof{noaf6 csf]{ sfof{nodf ;?jf ePsf sd{rf/L;?jf ePsf] sfof{nodf xflh/ geO{ ;fdfGotof csf]{sfof{nodf ;?jf ug]{ 5}g / s'g} kbsf] nflu cjlwtf]sL ;?jf u/]sf]df afx]s s'g} kbdf axfn /x]sf]sd{rf/LnfO{ ;fdfGotof b'O{ jif{ k"/f ePkl5 dfq;?jf ul/g] pNn]v /x]sf] 5 . o; k|sf/sf] Joj:yfdf;fdfGotof eGg] jfSof+zn] afWotf ug{ ;Sb}g .sd{rf/Lx¿ cfkm\gf] lxtcg's"n / vf;ul/ kbf]Ggltsfnflu ef}uf]lns If]qsf] c+s k|flKtsf lglDt To:tf



If]qdf ;?jfsf nflu xf]8afhL g} ug]{ k|rngk|flws/0fdf ljsl;t x'Fb} uPsf] 5 . sfof{nosf]:t/f]Gglt ug]{ lbzftkm{sf] nIoeGbf JolQmut:jfy{k"lt{sf nflu ;?jfsf] dfu ug]{x¿sf]afx'No /x]sf] b]lvG5 . sd{rf/Lsf] efjgfljk/Ltul/Psf] ;?jfdf k|flws/0fn] afWo kfg{ ;d]t;ls/x]sf] cj:yf 5}g . jfo';]jf p8fgsf]lgldQ tof/ x'Fbfx'Fb} To:tf If]qdf sd{rf/Lsf]pkl:ylt;d]t x'g g;sL xjfO{ oftfoft;]jfsf] ;~rfng ;d]tdf Jojwfg cfO/x]sf]obfsbf b]lvPsf] 5 . ;?jf ubf{ sd{rf/Lsf]dgf]efjgf ;d]tnfO{ Wofgdf /fvL ug'{ kg]{df;f] x'g g;s]sf sf/0f sd{rf/Ldf ;?jf;d]tsf] u'gf;f] /x]sf] kfO{G5 . sfof{nosf]sfd eGbf cfkm\gf] :jfy{df jl9 s]lGb|t /lx;?jf dfu ug]{ k|rng jl9 /x]sf] cj:yfdfsfof{nosf] :t/f]GgtLsf ;fy} sfof{non] ug]{cfo cfh{g;Fu cfj4 ul/g' kb{5 . ef}uf]lnsIf]qdf sfd u/]afkt kfpg] c+ssf] abnfTo; If]qjf6 cfo ug]{ sfof{nosf] cfDbfgLtyf a]?h';Fu cfj4 t'NofOg' kb{5 .

%= cWoog Joj:yfk|flws/0fdf sfo{/t sd{rf/Lx¿nfO{ z}lIfspkflw xfl;n ug]{ cWoogsf] l;nl;nfdful/g] dgf]gog ;ldltsf] :jLs[ltdf / :jb]ztyf ljb]z tflnd tyf ;]ldgf/df efu lnghfg dgf]gog ug]{ clwsf/ k|flws/0fsd{rf/Lx¿sf] ;]jfsf ;t{ tyf ;'ljwf;DaGwLlgodfjnLn] dxflgb]{zsnfO{ tf]s]sf] 5 .lgodfjnLn] cWoog tyf tflnddf dgf]gogubf{ cWoog tyf tflndsf] ljifo;Fu

;DalGwt ;]jf ;d"x / pk;d"x leqsf sd{rf/Lx¿dWo]af6h]i7tf / sfo{ bIftf ;d]tsf] cfwf/df dgf]gog ul/g] pNn]v/x]sf] 5 . To:t} cWoog tyf tflnddf sd{rf/Lsf] dgf]gogubf{ klxn] cWoog tyf tflnd lng] df}sf gkfPsf tyf ljifoj:t'x]/L pko'Qm sd{rf/LnfO{ k|fyldstf lbOg] ;d]tsf] Joj:yflgodfjnLn] u/]sf] 5 . lgodfjnLn] Joj:yf u/] adf]lhdsf]z}lIfs pkflw xfl;n ug]{ cWoogsf] l;nl;nfdf ul/g] dgf]gogsfo{ xfn;Dd sfof{Gjogdf Nofpg ;lsPsf] 5}g . k|flws/0fjf6k|bfg ul/g] ;]jfdf pRr u'0f:t/o'Qm x'g'kg]{ x'G5 . o;sf nflusd{rf/L ;do;fk ]If ¿kdf bIf x 'g ' h?/L x 'G5 .

^= a9'jf Joj:yfs'g} sd{rf/LnfO{ ;fljssf] eGbf dflyNnf] kbsf] tna�eQf cGo;'ljwf / bhf{ k|bfg ug'{nfO{ a9'jf elgG5 . :j:y a9'jf k|0ffnLaf6sd{rf/Lsf] xf};nf j[l4 ug'{sf ;fy} ;+:yfdf sd{rf/Lx¿aLr:j:y k|lt:kwf{sf] efjgf l;h{gf eO{ sfo{ ;Dkfbgsf] pTkfbsTjdfj[l4 NofO{ ;+:yfsf] p2]Zo k|flKtdf 7f]; ;xof]u k'¥ofpg] sfo{ub{5 . k|flws/0f sd{rf/L lgodfjnLcg';f/ sfo{ Ifdtfsf]d"Nof+sg tyf cfGtl/s k|ltof]lutfTds l;kmfl/; ug]{ pNn]v/x]sf] 5 . k|flws/0f, sd{rf/L ;]jfsf ;t{ tyf ;'ljwf ;DalGwlgodfjnLn] u/]sf] sfo{ Ifdtfsf] d"Nof+sgsf] cfwf/df x'g] a9'jfsfof{Gjogdf sd{rf/Lsf] sfo{ Ifdtfsf] d"Nof+sg ug]{ cfwf/ /;f]afkt kfpg] clwstd c+s tflnsfdf b]vfOPsf] 5 .

&= ljbf Joj:yfgful/s p8\8og ;]jf cTofjZos ;fj{hlgs ;]jf ePsf]n]xKtfsf] ;ft} lbg ;~rfng ug'{kg]{ x'G5 . sd{rf/LnfO{ ;fdfGotofxKtfsf] Ps lbg ;fKtflxs ljbf lbOPtf klg cfjZos ePdfljbfsf] lbgdf klg sfdsf nufpg ;lsg] lgodfjnLn] Joj:yfu/]sf] 5 . ;fj{hlgs ljbfsf] ;DaGwdf g]kfn ;/sf/n] u/]sf]Joj:yf cg'¿k x'g] Joj:yf /x]sf] 5 . dflg; ;fdflhs k|f0fLePsf]n] cf�cfkm\gf] l/ltl/afhcg';f/sf ;fdflhs sfo{x¿df

ljbf k|To]sjif{ ;l~rt e'QmfgL

e}k/L cfpg] kj{ ljbf !@ lbg gx'g] gx'g]

3/ ljbf #) lbg !*) lbg x'g]

lj/fdL ljbf !@ lbg x'g] x'g]

k|;"lt ljbf ^) lbg -@ k6s;Dd_ gx'g] gx'g

lsl/of ljbf !% lbg gx'g] gx'g]



h]i7tf Zf}lIfs tflnd sfo{ ;Dkfbg d"Nof+sg

-s_ ;'k/Lj]If0f @%

-v_ k'g/fjnf]sg !)

-u_ k'g/fjnf]sg ;ldlt %

xfn axfn /x]sf]txdf sfd u/]sf]k|To]s jif{sf] lgldQb'O{ bzdnj kfFrc+ssf b/n] a9Ldf#) c+s

k|yd >]0fL !!=%

låtLo >]0fL !!

t[tLo >]0fL !)=%

yd >]0fL #

låtLo >]0fL @=%

t[tLo >]0fL @

-s_ ju{ @

-v_ ju{ !=&%

-u_ ju{ !=%)

-v_ ju{ !=@%

Eff}uf]lns If]qdf sfdu/]afkt k|lt jif

;xefuL x'g sd{rf/Lx¿nfO{ ljbfsf] cfjZostf kg]{ePsf] x'Fbf o; k|of]hgsf nflu jif{df s]xL lbg e}k/Lcfpg] ljbf lbg] rng /x]sf] 5 . sd{rf/Ln] cfkm\gf]kl/jf/sf] /]vb]v, e/0fkf]if0f / cGo 3/fo;L sfo{df;d]t ;xefuL eO{ kfl/jfl/s lhDd]jf/L;d]t axgug{sf] nflu plgx¿nfO{ s]xL lbg yk ljbfsf] cfjZostfkg]{ ePsf] x'Fbf o;sf nflu 3/ljbf lbg] k|rng /x]sf]kfOG5 . sd{rf/L c:j:y x'Fbf pkrf/sf lgldQ lj/fdLljbf lbg] rng /x]sf] 5 . o;}u/L kl/jf/sf] ;b:osf]d[To' x'Fbf lqmof ljbf, k|;"lt x'Fbf k|;"lt ljbf, cWoogsfnflu cWoog ljbf, ;fj{hlgs ljbfsf] lbgdf sfdnufOP ;f]sf] ;§f ljbf, cGo cj:yfdf ljz]if tyf

c;fwf/0f ljbf lbOg] ul/G5 . ;+:yfsf] sfo{ k|s[ltx]/L ljleGg ;+:yfx¿df ljleGg cGo k|sf/sf ljbfx¿;d]tsf] Joj:yf ul/Psf] x'G5 . k|flws/0fdf sd{rf/Lx¿n]kfpg] ljbfsf] pk/f]Qm Joj:yfx¿adf]lhd sd{rf/L;]jfsf ;t{;DaGwL lgodfjnLn] Joj:yf u/]sf] 5 .o; k|sf/sf ljbfx¿df Ps jif{leq ;l~rt x'g ;Sg]/ g;Sg] u/L tf]lsPsf] 5 . ;+lrt x'g] ljbfx¿sf]/sd vfOkfO cfPsf] tnaa/fa/ e'QmfgL kfpg] x'G5eg] ;l~rt gx'Fg] ljbfsf] pkef]udfq ug{ ;lsg]sf]Joj:yf /x]sf] 5 . 3/ljbfsf] ;DaGwdf x/]s jif{ #)lbg kfOg] Joj:yfdf s'n !*) lbg;Dd ;l~rt ug{;lsg] ;f]eGbf a9Lsf] x/]s jif{ #) lbg a/fa/sf]

;fwf/0f ljbf % jif{ ;]jf cjlw k"/f ePsfn] Ps k6sdf ! jif{df ga9fO{lbg ;lsg]÷o; ljbfdf /xFbf cGo s'g} k|sf/sf] ljbf kfSg]5}g / ;]jf cjlwdf u0fgf gul/g'sf ;fy} tna÷eQf;d]tkfpg] 5}g .

b'3{6gf tyf czQm ljbf k|flws/0fsf] sfdsf] l;nl;nfdf s'g} sd{rf/L b'3{6gf k/L3fOt] jf cËeË eO{ sfd ug{ ;Ifd gePsf] cj:yfdfcf}ifwf]krf/sf] nfuL d]l8sn jf]8{sf] l;kmfl/;df jl9df !*)lbg ;Ddsf] k'/f tnj eQf ;lxtsf] b'3{6gf tyf czQm ljbflbO{g] . o:tf] ljbf gLhsf] s'g}klg ;+lrt ljbfaf6 s§fgx'g] .

cWoog ljbf tna ;lxtsf] k6s�k6s u/L a9Ldf # jif {sf ] .

;§f ljbf sfddf nufOPsf] ;§f ljbf ;f]xL jif{df lnO;Sg' kg]{÷ljbfpkef]u ug{ gkfPdf ;f] afkt kfl/>lds a9Ldf vfOkfOcfPsf] $% lbg;Ddsf] tnaa/fa/sf] e'QmfgL x'g] .



pkef]u gul/Psf] 3/ljbfafktsf] /sde'QmfgL ul/g] Joj:yf /x]sf] 5 . 3/ljbfpkef]u gu/L ;f]afkt /sd e'QmfgL kfpg]sf/0f k|fo;M sd{rf/Lx¿ ljbf vr{ ug{grfxg] tyf cfkm\gf] JolQmut sfdsf] nflucg]s axfgf agfP/ agfa6L sfh :jLs[tu/fO{ sfhdf hfg] / ;f] afkt b}lgs e|d0fvr{ /sd vr{ x'g] ul/ ;+:yfsf] cfly{sJooef/ a9fpg] ug]{ u/]sf] kfOG5 . o:tfljs[ltx¿af6 k|flws/0f;d]t c5'tf] /xg;s]sf]] 5}g . o; k|sf/sf] ;d:ofnfO{ ;dfwfgug{ gf]s/L cjlwdf vr{ gu/]sf] lj/fdLljbfsf] k"/}, 3/ ljbf @%) lbg;Dd ;l~rtug{ kfpg] / gf]s/Laf6 cjsf; x'Fbf dfqpQm ljbfsf] /sd kfpg] Joj:yf u/L k|To]sjif{ 3/ljbf afktsf] /sd e'QmfgL ul/g]Joj:yf vf/]h x'g' kb{5 . o; k|sf/sf]

Joj:yfn] sd{rf/Lx¿nfO{ nfdf] ljbf cfjZos ePdf pkef]uug{ kfpg], pkef]u x'g g;s]df cjsf; x'Fbf pQm /sd kfpg]x'G5 eg] ;+:yfnfO{ klg a;]{{lg o; ;DaGwdf eO/x]sf] vr{ /sdpTkfbsLo If]qdf nufgL ug{ ;lsg] / cgfjZos b}lgs e|d0fvr{sf] pNn]Vo /sd art x'g hfg] x'G5 .

*= cjsf; Joj:yfh'g;'s} ;+:yfdf h;/L egf{, 5gf]6 jf lgo'lQm ug]{ ul/G5 To;/Lg} ;+:yfaf6 lglZrt pd]/ jf cGo sf/0faf6 ;]jfsf] cjsf;x'g] Joj:yf ul/Psf] x'G5 . x/]s ;+:yfdf sd{rf/Lx¿sf]pd]/cg';f/, gf]s/L jif{nfO{ cfwf/ dfg]/ clgjfo{ cjsf;sf]Joj:yf ul/Psf] x'G5 eg] ;+:yfx¿n] sd{rf/Lx¿sf] clgjfo{cjsf;sf] pd]/ 36fpg], cjsf; x'g] gf]s/L jif{ ls6fg ug]{,:j]lR5s cjsf; of]hgf nfu" ug]{ h:tf Joj:yfx¿ ul/Psf]x'G5 . k|flws/0fdf :j]lR5s cjsf; of]hgfsf] Joj:yf /x]tfklg xfn;Dd To;nfO{ sfof{Gjgdf Nofpg ;lsPsf] 5}g . o;k|sf/sf] :j]lR5s cjsf; of]hgfn] ;+:yfn] rfx]h:tf] sd{rf/Ln]



jl/i7 n]vf clws[t, g]kfn gful/s p8\8og k|flws/0f,k|wfg sfof{no .

cjsf; k|fKt gug]{ / ;+:yfsf] lgldQ clt g} cfjZossd{rf/L w}/}n] cjsf; k|fKt ug]{ sf/0f o; lsl;dsf]Joj:yf ;+:yfut ¿kn] ;kmn x'g g;s]sf] l:yltljBdfg 5 . k|flws/0fdf klg o;sf] sfof{GJfog ePdfpTkfbgzLn sd{rf/Lx¿ aflxl/g] ;+Vofdf a9L x'g] /cg'Tkfbs sd{rf/Lx¿ dfq ;+:yfdf axfn /xg] l:yltsf]cj:yfn] cfufdL lbgdf ;+:yfn] ug]{ sfd sf/afxLdfk|ToIf c;/ k'Ug] x'G5 . pd]/sf] xbaf6 dfq cjsf;x'g] jt{dfg Joj:yfdf ljutdf Joj:yf /x]sf #) jif{gf]s/L cjlw k'u]sf jf sd{rf/Lsf] pd]/ / gf]s/L jif{hf]8\bf *) k'u]df clg{jfo{ cjsf; x'g] Joj:yf nfu"x'g' kb{5 . k|flws/0fsf] ;]jfdf axfn /x]sf sd{rf/Lsf]pd]/ %* jif{ k'u]kl5 clgjfo{ cjsf; @) jif{ jf;f]eGbf a9L ;]jf u/]sf sd{rf/Ln] :j]R5fn] ;]jfaf6cjsf; lng rfx]df ;f]sf] lnlvt hfgsf/L lbg ;lsg]sd{rf/L ;]jfsf ;t{;DaGwL lgodfjnLdf Joj:yfu/]sf] 5 .

(= lgisif{b]zdf nf]stGq axfnLkZrft\ v'nf ahf/d'vL cy{tGqn]qmdzM ljsl;t x'Fb} hfg yfn]sf] cj:yfdf cfly{spbf/Ls/0fdf ;d]t ;sf/fTds kl/jt{gsf ;+s]tx?b]vf kb]{ cfPsf 5g\ . d'n'ssf] o; l:yltdf xjfO{If]qdf klg tbg'?ksf] kl/jt{gx? b]vfkb]{ hfg' :jefljsxf] . g]kfnn] c+ufn]sf] pbf/ cfsf; gLltsf sf/0fc;+Vo jfo';]jf sDklgx¿sf] :yfkgf x'Fb} hfg' o;sf]pbfx/0f xf] . h;sf]sf/0f k/Dk/fut sfddf dfq;Lldt /x]sf] gful/s p8\8og k|flws/0fsf] sfFwdfyk uxg lhDd]jf/L a9\b} uPsf] 5 eg] csf]{tkm{k|flws/0fnfO{ ;dofg's"n cfw'lgsLs/0f ub}{ hfg'kg]{l:ylt ;d]t /x]sf] 5 .o; l:yltdf k|flws/0fnfO{ jfo';]jfx¿sf] ;jn g]t[Tj

k|bfg ug{ ;Sg] u/L ;dofg's"n ;'wf/ ug{ ;s]sf]v08df dfq ;du| g]kfnsf] xjfO{ If]qn] dxTjk"0f{pknAwL xfl;n ug{ ;Sg] s'/fdf lådt 5}g . t;y{,k|flws/0fsf] ;'wf/ s]jn rfxgf dfq geP/ jt{dfgsf]cfjZostf klg xf] . k|flws/0fnfO{ cfw'lgs ¿kdfljsf; ug{ o;sf ;du| kIfsf] ;'wf/ x'g'' kb{5 . o:tf];'wf/ sfo{n] k/Dk/fut P]g�sfg'gdf kl/dfh{g eO{clwsf/;DkGg :jfoQ ;+:yfsf] ¿kdf kl/0ft x'g'xf] .

;+u7gsf] 9fFrf hlt;'s} j}1flgs tyf ;do;fIf]kePtf klg olb ;+u7gleq lqmofzLn hgzlQm bIftyf k]z]j/ ePgg\ eg] ;+:yfn] kl/nlIft u/]sf p2]Zoxfl;n ug{ ;lsFb}g . ctM hgzlQm Joj:yfkg /ljsf;nfO{ k|flws/0f cfw'lgsLs/0fsf] d'Vo cfwf/agfOg' kb{5 . k|flws/0fleq sfo{/t hgzlQmnfO{s;/L bIf, k]z]j/ tyf ;dofg's"n cfw'lgs k|ljlw;Fusfd ug{ ;Sg] ;an ;Ifd tyf ultzLn hgzlQmsf]k'~hsf] ¿kdf lgdf{0f ug{ ;lsG5 ;f] ;DaGwdf 7f];gLlt to ul/g' kb{5 . o;sf nfuL hgzlQm ljsf;/ Joj:yfkg;DaGwL @) jif]{ dfu{lrq to ul/g' pko'Qmx'g]5 . o;n] ubf{ cfufdL %, !), !%, / @) jif{ leqslt gofF hgzlQm, s;/L, s'g ;dodf, s] slt;+Vofdf ;+:yfleq lgo'lQm ul/g] xf] < pQm ;dofjlwleqslt hgzlQmn] :jtM cjsf; kfpF5g\ < s'g�s'g;dofjlwleq slt k6s s:tf] k|sf/sf] tflndkfpF5g < ;f] ;DaGwdf :ki6 j}1flgs gLlt to x'guO{ @) aif]{ hgzlQm ljsf; / Joj:yfkg;DaGwLdfu{lrq cg'?k ;+:yfut sfof{Gjogn] lglZrt p2]Zokl/k"lt{{df 6]jf k'Ug] s'/fdf ljZj:t x'g ;lsG5 .



It was 2004. Nepal Air Traffic Controllers� Association(NATCA) organized 21ST International Federation ofAir Traffic Controllers� Association (IFATCA) RegionalMeeting in Kathmandu. It is historic for me to recallthe event as it was connected with a jerk of time�somehow unpleasant but true�that while thepreparation works were in climax, there was amassive protest in the streets in various cities of Nepalagainst the mass slaughtering of twelve innocentNepalese in Iraq by the terrorists. Because of theunrest, Nepal Government had imposed indefinitecurfew in Kathmandu and this message was widelycovered by international news channels-- includingBBC and CNN as well. Above that, the country itselfwas under the havoc of insurgency. Besides, theinternal political situation of the country was notstable; something like insecurity and uncertainty forthe honorable foreigner guests was looming large.As a result, the then Executive Vice President ofIFATCA sent me an e-mail -- indicating that he is goingto announce the cancelation of meeting inKathmandu, shortly. We requested him not to cancelthe meeting and try to convince him that thedemonstration was just a natural wave of peoples'sentiment and nothing hazardous for theinternational delegates of the conference. Wecontinuously briefed him about the ongoingsituations of the city and informed that the curfewhad been relaxing day by day. To cope the situation,we called a series of meetings with our management;requested to Ministry of Tourism and Civil Aviationand Nepal Tourism Board to do something positive -

�Dreams coming true�Our long awaited event � 51st IFATCA World Conference

Pratap Babu Tiwari



- assuring safety for the IFATCA delegatesand other concern visitors. Nevertheless,they did not want to take any risk; lastly,seeing no other options, we issued letterproposing to reschedule the convention datearound the date of World Buddhist Summitin Nepal in the first week of December 2004.The Vice President convinced to reschedulethe date if only majority of memberassociations would vote in favor of thisproposal. Alternatively, he proposed toorganize this conference in Hong Kong beingNepal as the host-- which we rejected outrightly. We made several telephone calls toall member associations and requested themto vote for the venue in Kathmandu.Ultimately, majority of the memberassociations voted in favor of us -- althoughremaining a few members kept themselvesunspoken. Finally, the meeting convened inKathmandu, from 1 to 4 December 2004,with a success, supported from variousorganizations and well-wishers. The greatprize was that the meeting was concludedwithout any unpleasant incidents in thec o u n t r y . T h e s u p p o r t s a n dacknowledgements we received and theexperience we gained from this world-conference urged us as the inspiring spirit to conduct IFATCA World Conference inNepal.

The mission for our dream to conduct IFATCAWorld Conference in Nepal was startedfrom the 47th IFATCA World Conference inIstanbul, Turkey, in 2008 where we proposedour intention to host 50th IFATCA World

Conference in Nepal in 2011-- which is alsopublished in concern IFATCA report. In the world conference in Dubrovnik in 2009, ourbid to host 50th IFATCA World Conferencein Nepal in 2011 underwent voting;unfortunately we lost it by marginal votes.However, we just could not give up ourimmense desire of hosting this world-conference. We bid again for the same inthe 49th Annual conference in Puntacana,Dominican Republic. Delegates raised bunchof queries: like security situation, , airfareand air connections, registration fee, hotelroom rates, power cut etc. We tried to satisfytheir queries. Although some delegates from the developed countries were still in doubt whether Nepal, a third world country, canhost that scale of world conference or not, however, with the help of our friends fromother few developed countries -- consideringperhaps our wish and deliberated attempts-- the situation compelled all members tovote in favor of NATCA: and the venue forthe fifty-first IFATCA World Conference was



unanimously selected Kathmandu. Later, IFATCA Conference Executivemade an inspection visit to satisfyhimself whether or not theinfrastructures for the conference� as like conditions our hotels,supportive agencies like stategovernment, civil aviation authority,airlines and other stakeholders ofaviation and tourism -- are adequate. In Amman of Jordan, during the50th Annual Conference in 2011, theConference Executive report waspresented and working paper fromNATCA was also presented anddiscussed. F inally, Nepal wasconfirmed as the host for the 51st

IFATCA Annual Conference. Weshared ecstatic moment with allfriends; ultimately we became ableto win the race : the dream comes true.

The International Federation of AirTraffic Controllers' Associations(IFATCA) is a non-political, non-industrial organization with amembership of over 50,000 airtraffic controllers representing from137 countries� member associations,including NATCA. IFATCA wasfounded in 1961 whereas NATCA hasbeen affiliated with IFATCA since1992. IFATCA enjoys a worldwidereputation amongst all partners inAir Traff ic Management withrepresentation in many areas

including ICAO and Euro control working groups.IFATCA 's commitment to enhancing safety andefficiency of air transport is widely recognized.The objectives of the Federation are-· To promote safety, efficiency, and regularity in

international air navigation.· To assist and advise in the development of safe

and orderly systems of air traffic control and newprocedures and facilities.

· To promote and uphold a high standard ofknowledge and professional efficiency among airtraffic controllers.

· To closely co-operate with international andnational aviation authorities and institutionsconcerned with air navigation.

· To sponsor and support the passage of legislationand regulations which will increase and protectthe safety of air navigation.

· To strive for a world-wide Federation of Air TrafficControllers' Associations.

The conference is going to be organized from 12th to16th of March, 2012 at Yak and Yeti hotel inKathmandu. The Conference and Technical Exhibition2012 is expected to attract over 500 delegates from137 countries� member associations all over the world,expert speakers and high ranking officials ofgovernment and Civil Aviation Authority (CAA), CEOand Operations Directors of major commercial airlines,honorable guests from various Internationalorganizations such as ICAO, FAA, IFALPA, IATA,IFATSEA, CANSO, ITF and Aviation vendors (IFATCACorporate members) etc.

Aviation activities are usually getting publicity andbecoming a catching-matter of media's attractiononly if there is any accident. The usual questions in



such situation were the person involved inthe accident -- who was the pilot, who wasthe ATC on duty�but less importance isgiven for the actual causes of accidents andthe role of the front line operators,situational constraints, condition of thesystem using, procedures, trainings,organization safety cultures, oversightsystem are ignored. To this direction, thesignificance of the conference is that, itmakes review as well as formulate newIFATCA policies relating to safety concerns.This conference will focus its discussions on a number of burning issues -- like SafetyManagement System (SMS), EnglishLanguage Proficiency (ELP), transition frompresent to future systems (performancebased system), human factor issues, shortageof human resource in ATC, need of expertiseand knowledge other administrative,technical and\ or professional matters of thefederation : most importantly, safety of flightoperation and air traffic control, intensively.

One of the aims of this conference is toensure the profession of the air trafficcontrollers. It is well publicised throughoutthe world that air traffic control receiveswide public interest. Considering the aviationspace that occupied the present world, theconference would not only highlights theconcern professionalism of ATCs but alsoholds a greater significance for promotingtourism. Further, it will revealed the beautyof this Himalayan country to the outer worldto support the government strategy forpromoting convention tourism. It is a

pleasant note for us that despite ourconstraint resource we dare to convene thismega- event with the objective of�Developing professionalism by organizingthe mega international event and topromote tourism�. In relation of itsinternational standers , we believe, theconference will hold a special significancewith the essence of considerable discussionsfor safe and reliable air transportation -- onwhich the success of travel, trade andtourism depends.

Basically, we hope, the event offers a goodopportunity for the participants to gain rareknowledge and exposure to Nepal�s aviationenvironment that is challenged byoperational, topographical and technologicalconstraints. It would be a proper forum todiscuss aviation issues and formulatecommon policies to open a common sphereof aviation where we could join with eachother and cooperate with each other toaddress our common concerns. Taking intothis matter, the theme of the conference hasbeen set as -- �One Voice, One Capability, OneSky� -- keeping in view that IFATCA is theonly professional organization representingthe voice of 50,00 air traffic controllersaround the world and working under the onesky. This is the reason why �One voice, OneSky � has been the slogan of IFATCA since1961. Further more, to strengthen the sloganabove, we have added a clause further, �OneCapability � for the harmonization andcooperation in the actions of IFATCA, as ICAOhas been giving stress for the same. It is



breakout sessions of three committees on the firstday. Sessions will be divided into three Committees:Committee A- Administrative, Committee B- Technicaland Operational and Committee C- Professional andLegal. There will be the technical exhibition relatedto ATC System from various international vendorsand other Aviation related booths from domestic aswell as international fronts. All three sessions willcontinue separately but combined on second andthird days along with technical exhibition that willcontinue up to the third day of the conference. Onthe fourth day of the conference, there will be IFATCAPanel discussion and that will be a combined session.On last day, there will be the separate four regionalmeetings : 1. European region, 2. Africa and MiddleEast, 3. America and 4. Asia Pacific Region. Themeetings will followed by the final plenary and closingceremony.

The Organizing Committee for the conference hasalready been formed and duties and responsibilitieshas also been assigned as: Public/Media Relation,.Publication, Event Management, Transport and Hotel,Logistic, Technical Support, Hospitality, Financecontrol, Visa, Ticketing and Registration, Marketingand Secretariat sub-committees. Similarly, an AdvisoryBoard has also been formed under Chairmanship of Honorable Minister for Tourism and Civil Aviation.Other members of the committee are as follows:Secretary, Ministry of Tourism and Civil Aviation;Director General, Civil Aviation Authority of Nepal ;Chief Executive Officer Nepal Tourism Board;Chairman/Managing Director, Nepal AirlinesCorporation; General Manager, TIA Civil AviationOffice; President, Hotel Association of Nepal;President, Airline Operators' Association of Nepal;President, Nepal Airline Pilots� Association; President,

essential for the consistentdevelopment in aviation in theregion and the world to have a onecapability. It is also a coincident ourtheme resemblance to' ICAO Daytheme' for this year �Assistance andCooperation for globally SustainableAir Transport�. It is evident thatdemand of air travel along with theadoption of a more customer-drivenservice and system has become thepressing issues for every aviationorganizations. To cope with thisc h a l l e n g e , e v e r y A T SProviders/Organizations should beself-sustainable and efficient in itsservices without compromising thegiven international standards �keeping the regional balance andharmony intact. However, it seemsto be more challenging for manymember countries to implementaviation standards set by ICAO dueto disparity in resources availability,lack of expertise and knowledge. Inthis perspective, these issues willonly be materialized once thecapability is harmonized. For this,assistance and cooperation in termsof financial, technical and humanresource is very essential from everysectors and expert organizations likeIFATCA.

Fiveday-long conference starts withopening ceremony, opening plenary,opening of technical exhibition and



President, NATCA

Board of Airline Representatives in Nepal;President, Nepal Association of Travel andTour Agents ; President, Authorized TradeUnion, Civil Aviation Authority of Nepal andMember secretary as President, Nepal AirTraff ic Controllers� Association. Theorganizing committee is planning to openthis conference either from the President ofGovernment of Nepal or from the PrimeMinister.

Our long awaited mega conference and themega event in aviation industry �IFATCAConference� is being held for the first timein South Asia region and it is also expectedto be the biggest conference ever held in

Nepal in terms of foreign delegatesparticipation. The Organizing Committee issincerely dedicated in making this mega eventa success by meeting all expectations of theparticipants. However, it is also sure that thisevent will not be successful without thesupport from the Government of Nepal, CivilAviation Authority, and other stakeholdersof aviation and tourism industry. Consideringthis fact, I would like to request all to takeit as your own and join hands to make thissuper- event a grand success.

Copy of caan book2011.FH10

Documents

Transcript of Copy of caan book2011.FH10