New pilots face increasing hurdles in taking up jobs
SANGAM PRASAIN
KATHMANDU, AUG 20 -
An increasing number of pilots is being grounded as the domestic aviation industry is shrinking against the number of pilots emerging from each year.
According to data of the Airlines Operators’ Association of Nepal (AOAN), since 2008 May 30 to 2010 July, 194 pilots qualified for the commercial pilot license (CPL) conducted by the Civil Aviation Authority of Nepal (CAAN).
At an interaction organized here on Friday to raise awareness about the recent scenario of domestic aviation sector and pilot unemployment rate, AOAN said that that pilot aspirants were spending big amounts of money, with no result. Over the last two years, more than Rs. 540 million flew off to foreign countries for the pilot course. “One student’s minimum expenses represent Rs. 3 million,” said Rameshore Thapa, president of AOAN.
He said that looking at the market, there is no possibility of entry of new domestic players. “Although there has been rapid growth in the domestic aviation front since the last several years, the development of infrastructure and other physical facilities are discouraging,” he said adding that AOAN has been requesting the government to address the issue.
Issues regarding unemployment are becoming severe. Until now, CAAN has conducted the examination for the 44th pilot batch. “Some 650 pilots attended the CPL, and 413 qualified for the license. The pass percentage was 63.5,” said Yog Raj Kandel, general manager of Simrik Air and a member
of AOAN. CAAN conducted its first CPL in 1995. Pilots who have completed their course abroad should pass the CPL from the concerned Civil Aviation there and also in the country they represent from. However, looking at the pass percentage, the rate is high on one hand but there are no jobs available in terms of small corporate aviation in the country, which is sending these skilled people into depression, Kandel said.
Pursuing the pilot course has risen significantly since two years. According to AOAN, jobs shortfall for the pilots started since the 36 batch.
Before this, there was demand for Nepali pilots in both domestic and international aviation sector. Over 27 pilots are working in Indian aviation. “On July 16, after the Indian government announced giving priority to Indians, Nepali pilots have started returning from India,” Kandel said.
Rakshya Joshi, who completed the pilot training course in the Philippines said, “I invested US$ 40,000 (excluding other expenses) for a one year course as tuition fee.”
According to her, she has applied to several airlines for the job. “I am waiting for a call from anyone,” she said adding that she injected the money into her career.
“It’s not strange to be jobless, look at other professions - doctors, engineers and others all are suffering. It all about the country’s situation,” she said. Suman Pandey, general secretary of AOAN and chief executive officer of Fishtail Air said massive money needs to be injected to be a pilot.
If the student passes the exam, it does not mean that he or she has secured a job. The biggest barrier is that if a pilot after getting CPA does not fly any aircraft for two years his/her license will be invalid. The focus of this programme is to inform people that they are wasting big money on becoming pilots. “The way the economy is, there aren’t many airlines hiring pilots,” said Pandey.
Saturday, August 21, 2010
Single-engine birds back in sky
SANGAM PRASAIN
KATHMANDU, AUG 20 -
Single-engine aircraft have returned to the Nepali skies after a hiatus of almost two decades.
According to the Ministry of Tourism and Civil Aviation (MoTCA), Kasthamandap Air, Tara Air and Makalu Air are already operating commercial flights with single-engine planes. Akash Bhairav and Highlander Aviation are awaiting their air operator certificate (AOC).
The government had banned single-engine aircraft in the 1990s following a series of accidents involving these small planes. When Maoist leader Hisila Yami became tourism minister in 2008, the government took a bold decision to bring them back. The government's decision was based on the premise that single-engine aircraft were suitable in a mountainous country like Nepal. “It was not easy to convince the ministry to permit single-engine planes to fly in Nepal. We argued a lot to convince the ministry, and finally it relented,” said Air Kasthamandap’s chief executive officer Dorji Tsering Sherpa.
Single-engine aircraft are known for their short take-off and landing (STOL) capabilities on any type of terrain. A STOL plane needs only 195 m of runway to take off, and it can stop within 130 metres on landing while carrying a payload of 1,500 kg.
Single-engine aircraft have a 50-year-long history in Nepal. A PC-6 Pilatus Porter provided support for the first successful ascent of Dhaulagiri in 1960. “It was a Swiss pilot Emil Wick who flew a Pilatus Porter in the high Himalaya for the first time in the 1960s,” said Sherpa of Air Kasthamandap. Wick also trained Nepal Airlines Corporation pilots to fly the aircraft. NAC had a complete monopoly on operating single-engine aircraft for more than 30 years from 1961-98 with three Pilatus Porters. After the open-sky policy of the 1990s, more private players started using single-engine aircraft. The now defunct Necon Air was the first private carrier to fly the Cessna Caravan. Necon Air operated this aircraft for seven years. After the government re-opened the Nepali skies to single-engine aircraft, Air Kasthamandap became the first to acquire a license to operate one. It re-introduced the Swiss-made Pilatus Porter in Nepal. Currently, it has two Pilatus Porters and one PAC750XL manufactured in New Zea land in its fleet. Air Kasthamandap links Nepalgunj with remote airstrips at Simikot, Mugu, Dolpa, Bajura and Surkhet.
Makalu Air is the latest entrant in the single-engine club. The carrier recently started operations from its base in Nepalgunj. It has made a test flight to Talcha in Mugu with its Cessna Grand Caravan.
Tara Air, a subsidiary of Yeti Airlines, has two brand new Swiss-made PC-6 Pilatus Porters. The carrier currently operates flights to Langtang, Dhorpatan and Syangboche. It also serves skydivers.
Apart from the technical advantage, it is the cost that has prompted domestic airline operators to opt for single-engine aircraft. A single-engine aircraft costs around US$ 1.5 million while a Twin Otter or Dornier costs US$ 3 million. Likewise, operation costs are much lower. A single-engine aircraft’s flying cost is US$ 400 per hour while the flying cost for a Twin Otter is US$ 1,400 per hour.
SANGAM PRASAIN
KATHMANDU, AUG 20 -
Single-engine aircraft have returned to the Nepali skies after a hiatus of almost two decades.
According to the Ministry of Tourism and Civil Aviation (MoTCA), Kasthamandap Air, Tara Air and Makalu Air are already operating commercial flights with single-engine planes. Akash Bhairav and Highlander Aviation are awaiting their air operator certificate (AOC).
The government had banned single-engine aircraft in the 1990s following a series of accidents involving these small planes. When Maoist leader Hisila Yami became tourism minister in 2008, the government took a bold decision to bring them back. The government's decision was based on the premise that single-engine aircraft were suitable in a mountainous country like Nepal. “It was not easy to convince the ministry to permit single-engine planes to fly in Nepal. We argued a lot to convince the ministry, and finally it relented,” said Air Kasthamandap’s chief executive officer Dorji Tsering Sherpa.
Single-engine aircraft are known for their short take-off and landing (STOL) capabilities on any type of terrain. A STOL plane needs only 195 m of runway to take off, and it can stop within 130 metres on landing while carrying a payload of 1,500 kg.
Single-engine aircraft have a 50-year-long history in Nepal. A PC-6 Pilatus Porter provided support for the first successful ascent of Dhaulagiri in 1960. “It was a Swiss pilot Emil Wick who flew a Pilatus Porter in the high Himalaya for the first time in the 1960s,” said Sherpa of Air Kasthamandap. Wick also trained Nepal Airlines Corporation pilots to fly the aircraft. NAC had a complete monopoly on operating single-engine aircraft for more than 30 years from 1961-98 with three Pilatus Porters. After the open-sky policy of the 1990s, more private players started using single-engine aircraft. The now defunct Necon Air was the first private carrier to fly the Cessna Caravan. Necon Air operated this aircraft for seven years. After the government re-opened the Nepali skies to single-engine aircraft, Air Kasthamandap became the first to acquire a license to operate one. It re-introduced the Swiss-made Pilatus Porter in Nepal. Currently, it has two Pilatus Porters and one PAC750XL manufactured in New Zea land in its fleet. Air Kasthamandap links Nepalgunj with remote airstrips at Simikot, Mugu, Dolpa, Bajura and Surkhet.
Makalu Air is the latest entrant in the single-engine club. The carrier recently started operations from its base in Nepalgunj. It has made a test flight to Talcha in Mugu with its Cessna Grand Caravan.
Tara Air, a subsidiary of Yeti Airlines, has two brand new Swiss-made PC-6 Pilatus Porters. The carrier currently operates flights to Langtang, Dhorpatan and Syangboche. It also serves skydivers.
Apart from the technical advantage, it is the cost that has prompted domestic airline operators to opt for single-engine aircraft. A single-engine aircraft costs around US$ 1.5 million while a Twin Otter or Dornier costs US$ 3 million. Likewise, operation costs are much lower. A single-engine aircraft’s flying cost is US$ 400 per hour while the flying cost for a Twin Otter is US$ 1,400 per hour.
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