SANGAM PRASAIN
KATHMANDU, APR 22 -
With the fuel crisis intensifying and the government showing unwillingness to adjust prices, the Nepal Petroleum Dealers National Association (NPDNA) has demanded forming a high-level powerful petroleum board.
The NPDNA on Thursday said that the issue of petroleum pricing and supply would be resolved by setting up such an independent body. “Spiralling oil prices in the international market are unlikely to stabilize immediately,” said NPDNA president Saroj Pandey. “Revising petroleum prices in Nepal once will not help settle the issue. Hence, there should be a permanent mechanism.”
According to the NPDNA, the proposed board would be given the right to recommend appropriate policies on the import, quality, pricing and sales mechanism of petroleum products to the government.
The NPDNA’s suggestion for a petroleum board is in line with what the high-level Petroleum Sector Reform Taskforce is mulling. The taskforce is also currently discussing setting up an independent body to fix prices. The NPDNA said the idea of forming an independent body was appropriate. It has also suggested to the taskforce to include a representative of the dealers in the independent body. The NPDNA has called for reducing the tax imposed on petroleum products. It has suggested imposition of multiple VAT on petroleum products. “There should be 6 percent VAT imposed on petroleum products,” said the NPDNA. In the last fiscal year, the government collected Rs 12.26 billion in taxes on petroleum. This year, the revenue is expected to touch Rs 16 billion.
The NPDNA has also suggested to the taskforce to scrap the VAT refund on petroleum products provided to various industries. Currently, big hotels, restaurants and industries are benefiting from this subsidy regime. The NPDNA criticized the government’s providing subsidies to Nepal Oil Corporation (NOC) instead of allowing it to adjust fuel prices in line with the international market. “The use of the development budget for the import of petroleum products is not right,” said Pandey.
In the last few months, the government has been bailing out cash-strapped NOC with loans to maintain regular fuel supplies in the country. The government has provided it Rs 4 billion to import fuel in the first nine months of the current fiscal year.
The Rs 1.5 billion that the government provided to NOC recently was diverted from the development budget allocated for the Rural Area Professional Development Programme.
Thursday, April 21, 2011
Wednesday, April 20, 2011
Kansakar vows to buy aircraft for NAC
SANGAM PRASAIN
KATHMANDU, APR 21 -
A day after being acquitted by the Special Court of corruption charges in the
Airbus purchase deal, Nepal Airlines Corporation (NAC) executive chairman Sugat Ratna Kansakar said that he would purchase aircraft for the national flag carrier at any cost.
Kansakar made this remark after resuming office on Wednesday at NAC. Addressing the staff, Kansakar expressed his confidence of overcoming any challenge to acquire aircraft for NAC. “I have suffered extremely over the aircraft purchase deal, and I don’t want to let my efforts go in vain,” said Kansakar to appreciative employees during the one-and-a-half-hour long welcome programme.
Although supporters of Kansakar were seen to be enthusiastic, unions and staffers supporting NAC managing director Kul Bahadur Limbu remained absent at the welcome programme. Kansakar and Limbu were at opposite ends regarding NAC’s plan to purchase aircraft from Airbus. After the Commission for the Investigation of Abuse of Authority (CIAA) filed a corruption charge against Kansakar, Limbu was running the show at NAC.
The Special Court on Tuesday acquitted Kansakar and five other NAC officials - deputy managing directors Raju
Bahadur KC and Ganesh Thakur, acting director Gyanendra Purush Dhakal, director Mayur Shumsher Rana and acting deputy director Keshav Raj Sharma — who had been accused of corruption in the Airbus purchase deal. “All the officials will carry on their respective duties from Thursday,” said KC.
On the same occasion, Thakur said that signing of the deal to send the lock-up money to Airbus was one of the happiest moments of his life. “Unfortunately, the purchase process was stopped.”
The acquitted officials pointed out that the aircraft purchase deal was the right move. “Our efforts have proved that we were in favour in NAC,” the team said.
KATHMANDU, APR 21 -
A day after being acquitted by the Special Court of corruption charges in the
Airbus purchase deal, Nepal Airlines Corporation (NAC) executive chairman Sugat Ratna Kansakar said that he would purchase aircraft for the national flag carrier at any cost.
Kansakar made this remark after resuming office on Wednesday at NAC. Addressing the staff, Kansakar expressed his confidence of overcoming any challenge to acquire aircraft for NAC. “I have suffered extremely over the aircraft purchase deal, and I don’t want to let my efforts go in vain,” said Kansakar to appreciative employees during the one-and-a-half-hour long welcome programme.
Although supporters of Kansakar were seen to be enthusiastic, unions and staffers supporting NAC managing director Kul Bahadur Limbu remained absent at the welcome programme. Kansakar and Limbu were at opposite ends regarding NAC’s plan to purchase aircraft from Airbus. After the Commission for the Investigation of Abuse of Authority (CIAA) filed a corruption charge against Kansakar, Limbu was running the show at NAC.
The Special Court on Tuesday acquitted Kansakar and five other NAC officials - deputy managing directors Raju
Bahadur KC and Ganesh Thakur, acting director Gyanendra Purush Dhakal, director Mayur Shumsher Rana and acting deputy director Keshav Raj Sharma — who had been accused of corruption in the Airbus purchase deal. “All the officials will carry on their respective duties from Thursday,” said KC.
On the same occasion, Thakur said that signing of the deal to send the lock-up money to Airbus was one of the happiest moments of his life. “Unfortunately, the purchase process was stopped.”
The acquitted officials pointed out that the aircraft purchase deal was the right move. “Our efforts have proved that we were in favour in NAC,” the team said.
TIA gives the nod to constant descent approach system
SANGAM PRASAIN
KATHMANDU, APR 21 -
Tribhuvan International Airport (TIA) has implemented the constant descent approach (CDA) system for aircraft, scrapping the 13-year-old non-precision approach (NOPEN) as per the recommendation of the International Civil Aviation Organization (ICAO).
Marking a major reform at the country’s only international airport, CDA allows big aircraft to make a smooth, constant-angle descent during the landing approach. Instead of approaching an airport in a stair-step fashion, CDA starts ideally from the top of the descent. Aviation experts said that the revised system would also benefit areas close to the airport as it reduces noise pollution. “The system has been revised in line with the regular upgrade of the country’s international airport as per the standards set by ICAO,” said Kishore Thapa, secretary at the Ministry of Tourism and Civil Aviation. He added that the new approach system would be more efficient and safer.
NOPEN known as the “dive and drive” approach has been revised after the ICAO group of experts’ findings recommended that the non-precision approach was riskier. ICAO had asked all the airports to implement CDA. “The new procedure is safer,” said Nepal Airlines Corporation Captain Sharwan Rijal.
The Civil Aviation Authority of Nepal (CAAN) had revised the aircraft approach procedure on March 4. “After the implementation of CDA, we have seen that one steep descent is safer than the traditional ‘dive and drive’ approach,” said Rijal.
Implementation of CDA has drawn reservations from some international airlines. Pilots are required to take training to familiarize themselves with the new system. Qatar Airways had objected to CDA and written to CAAN saying that the high rate of descent was not practicable. “However, the airline has now been following the revised approach system,” an airline source said. According to the Economic Times, Air India pilots had decided not to operate flights to Kathmandu citing that the airline had
not given them system familiarization training after the revision of the approach system at TIA.
“Alleging that there had been no familiarisation training for approach and go around procedures which have been revised for Kathmandu airport, the pilot’s union, Indian Commercial Pilots Association, has asked its members not undertake flights to Nepal’s capital,” writes the Economic Times. As per the company training manual, pilots have to undergo familiarisation training in an Airbus 320 or Airbus 330 simulator. Rijal said it was difficult to adapt to the new rules immediately. “Training is necessary before executing the new approach. Now, a majority of the airlines are comfortable with it,” added Rijal.
KATHMANDU, APR 21 -
Tribhuvan International Airport (TIA) has implemented the constant descent approach (CDA) system for aircraft, scrapping the 13-year-old non-precision approach (NOPEN) as per the recommendation of the International Civil Aviation Organization (ICAO).
Marking a major reform at the country’s only international airport, CDA allows big aircraft to make a smooth, constant-angle descent during the landing approach. Instead of approaching an airport in a stair-step fashion, CDA starts ideally from the top of the descent. Aviation experts said that the revised system would also benefit areas close to the airport as it reduces noise pollution. “The system has been revised in line with the regular upgrade of the country’s international airport as per the standards set by ICAO,” said Kishore Thapa, secretary at the Ministry of Tourism and Civil Aviation. He added that the new approach system would be more efficient and safer.
NOPEN known as the “dive and drive” approach has been revised after the ICAO group of experts’ findings recommended that the non-precision approach was riskier. ICAO had asked all the airports to implement CDA. “The new procedure is safer,” said Nepal Airlines Corporation Captain Sharwan Rijal.
The Civil Aviation Authority of Nepal (CAAN) had revised the aircraft approach procedure on March 4. “After the implementation of CDA, we have seen that one steep descent is safer than the traditional ‘dive and drive’ approach,” said Rijal.
Implementation of CDA has drawn reservations from some international airlines. Pilots are required to take training to familiarize themselves with the new system. Qatar Airways had objected to CDA and written to CAAN saying that the high rate of descent was not practicable. “However, the airline has now been following the revised approach system,” an airline source said. According to the Economic Times, Air India pilots had decided not to operate flights to Kathmandu citing that the airline had
not given them system familiarization training after the revision of the approach system at TIA.
“Alleging that there had been no familiarisation training for approach and go around procedures which have been revised for Kathmandu airport, the pilot’s union, Indian Commercial Pilots Association, has asked its members not undertake flights to Nepal’s capital,” writes the Economic Times. As per the company training manual, pilots have to undergo familiarisation training in an Airbus 320 or Airbus 330 simulator. Rijal said it was difficult to adapt to the new rules immediately. “Training is necessary before executing the new approach. Now, a majority of the airlines are comfortable with it,” added Rijal.
Tuesday, April 19, 2011
Govt racks brains on Setting oil price
SANGAM PRASAIN
KATHMANDU, APR 18 -
With the government reluctant to adjust oil prices in line with the international market and cash-strapped Nepal Oil Corporation (NOC) struggling to ensure regular supplies, the high-level Petroleum Sector Reform Taskforce is currently discussing setting up an independent body to fix prices.
It will play an advisory role rather than a regulatory one, according to a member of the taskforce. This body will be independent in nature and will recommend the appropriate price adjustment to NOC in line with world market prices. According to task force member Hari Roka, the idea of an independent body is being mulled to insulate fuel pricing from political interference. “Despite being an autonomous body, the NOC board has not been able to carry out fuel price adjustment effectively due to political interference,” said Roka.
The body will consist of independent experts who will sit down twice a month to review fuel prices. “We are currently discussing this mechanism that would make the pricing policy scientific,” said Roka. “We’ve also asked for suggestions from NOC.”
Past studies on NOC had also strongly suggested automatic adjustment of fuel prices in line with international trends. However, successive governments have refused to adopt such a mechanism.
Till now, it is the NOC board that takes the decision on fuel price adjustment. However, it hasn’t been effective as fuel price adjustment has become a political decision of late with the highest political actors calling the shots. Fearing a backlash, the government hasn’t allowed NOC to hike fuel prices when Indian Oil Corporation increases the price.
The taskforce, which was formed on Jan. 23, is likely to finalise its preliminary report by next week and urge the government to adopt an administered price mechanism. “The government still fixes fuel prices, and the board appears are either powerless or disinterested in doing anything about it,” said Hari Roka.
Instead, the government has been bailing out perennially hard-up NOC by providing loans. In the first nine months of the current fiscal year, the government has already provided about Rs 4 billion to NOC as petroleum import finance.
Although the government has allowed NOC to hike the price of petrol and aviation fuel recently, NOC officials said it doesn’t help to reduce its losses. “Diesel accounts for around 60 percent of the total consumption of petroleum products in the country,” said a senior NOC official. “And the government hasn’t allowed us to hike the price of diesel.”
NOC said it was incurring a loss of Rs 23.26 per litre of diesel. Out of the total estimated loss of Rs 1.96 billion in April, the loss on diesel amounted to Rs 1.58 billion, according to NOC.
KATHMANDU, APR 18 -
With the government reluctant to adjust oil prices in line with the international market and cash-strapped Nepal Oil Corporation (NOC) struggling to ensure regular supplies, the high-level Petroleum Sector Reform Taskforce is currently discussing setting up an independent body to fix prices.
It will play an advisory role rather than a regulatory one, according to a member of the taskforce. This body will be independent in nature and will recommend the appropriate price adjustment to NOC in line with world market prices. According to task force member Hari Roka, the idea of an independent body is being mulled to insulate fuel pricing from political interference. “Despite being an autonomous body, the NOC board has not been able to carry out fuel price adjustment effectively due to political interference,” said Roka.
The body will consist of independent experts who will sit down twice a month to review fuel prices. “We are currently discussing this mechanism that would make the pricing policy scientific,” said Roka. “We’ve also asked for suggestions from NOC.”
Past studies on NOC had also strongly suggested automatic adjustment of fuel prices in line with international trends. However, successive governments have refused to adopt such a mechanism.
Till now, it is the NOC board that takes the decision on fuel price adjustment. However, it hasn’t been effective as fuel price adjustment has become a political decision of late with the highest political actors calling the shots. Fearing a backlash, the government hasn’t allowed NOC to hike fuel prices when Indian Oil Corporation increases the price.
The taskforce, which was formed on Jan. 23, is likely to finalise its preliminary report by next week and urge the government to adopt an administered price mechanism. “The government still fixes fuel prices, and the board appears are either powerless or disinterested in doing anything about it,” said Hari Roka.
Instead, the government has been bailing out perennially hard-up NOC by providing loans. In the first nine months of the current fiscal year, the government has already provided about Rs 4 billion to NOC as petroleum import finance.
Although the government has allowed NOC to hike the price of petrol and aviation fuel recently, NOC officials said it doesn’t help to reduce its losses. “Diesel accounts for around 60 percent of the total consumption of petroleum products in the country,” said a senior NOC official. “And the government hasn’t allowed us to hike the price of diesel.”
NOC said it was incurring a loss of Rs 23.26 per litre of diesel. Out of the total estimated loss of Rs 1.96 billion in April, the loss on diesel amounted to Rs 1.58 billion, according to NOC.
Sunday, April 17, 2011
NOC row:Walking on Air
NOC says it can maintain supplies for only one week
SANGAM PRASAIN
KATHMANDU, APR 18 -
Unless the government makes hard decisions regarding the supply and pricing of fuel, common Nepalis will continue to suffer crippling shortages. Such is the degree of the crisis that petroleum products have now emerged as one of the major issues in front of the government.
Amid volatile international oil prices, Nepal Oil Corporation (NOC) is struggling to maintain regular supplies in the country. The huge gap between the cost price and the selling price has required NOC to virtually beg the government for money every month to pay its import bills to Indian Oil Corporation (IOC).
With international prices spiralling, NOC has no option but to hike its selling price. But its hands are tied. NOC wants the government to allow it to revise fuel prices in line with the international market or provide additional subsidies. But the government is disinclined to raise prices. Instead, it has been providing loans to the corporation which have been subsequently converted into subsidies.
In the last four years, successive governments have always shied away from hiking the price because of a possible public backlash. Thus, increasing the price of petroleum products has now become a political decision.
On Sunday, the government okayed a loan of Rs 1 billion to NOC. The government has already lent almost Rs 4 billion to NOC in the first nine months of the current fiscal year.
The NOC management said that with this Rs 1 billion, it could maintain regular petroleum supplies for only one week. Hard up for cash to pay its import bills, NOC had slashed the import and supply of petroleum products during the last five days. “The released money will help us to normalise fuel supplies for at least one week,” said NOC general manager Digambar Jha. NOC’s monthly oil import bill comes to Rs 5 billion. NOC said that the government should be prepared to tackle shortage problems after one week if it doesn’t provide more money.
Jha said that at the current selling price, the corporation would be forced to curtail imports by 40 percent after a week. Subsequently, imports will be reduced by 20 percent each month. “Less supply means less losses.” However, the Finance Ministry has said that it couldn’t finance petroleum imports anymore.
NOC managing director Jha on Sunday suggested that NOC should be allowed to hike prices and that the increased burden should be jointly shared by the government, NOC and consumers. According to Jha, NOC and consumers each should bear one-third of the import costs of petroleum products while the government should cut the import duty by one-third. As per the price list issued by NOC’s sole supplier IOC on April 16, NOC is incurring a loss of Rs 23.26 per litre of diesel, Rs 11.25 per litre of kerosene, Rs 6.30 per litre of petrol and Rs 288.86 per cylinder of LPG.
With fuel consumption increasing every year and no adjustment in fuel prices in the domestic market, NOC’s loss is also surging. NOC has revised its estimated loss for April from Rs 1.77 billion to Rs 1.96 billion.
According to NOC, it will incur a loss of Rs 1.58 billion on diesel, Rs 100 million on petrol, Rs 50 million on kerosene and Rs 317 million
on LPG.
With uncertainty over the supply, hoarding of fuel has increased in recent times. NOC said the fuel shortage seen in the market was artificial as it had been supplying more fuel than the average requirement. The Kathmandu Valley consumes 240 KL of petrol and 600 KL of diesel daily. The supply statistics of NOC show that on April 11, 13 and 14, it had supplied 436 KL, 345 KL and 337 KL of petrol respectively and 608 KL, 516 KL and 500 KL of diesel respectively.
Saturday, April 16, 2011
War profiteering of a kind
SANGAM PRASAIN
APR 16 - Though the mention of Rukum may first conjure up images of war, the area is also known as the district of “52 lakes and 53 hills”. This once popular saying may lead people to envision flocks of visitors charting the region—the reality, however, has been different. The remoteness of Rukum--in terms of roads and other facilities—has always deterred the tourism industry from making its way in. And after the Maoists seized the area, its potential as a tourist haven was quelled into a seething pot of war.
Now, with peace restored and insecurity no longer posing the same threat after the Maoists’ entrance into mainstream politics, the Maoist party has shown interest in transforming the entire district into a war museum. Their vision more or less consists of showing visitors how the people’s war began and spread from Rukum.
Ethical questions surround this idea. Is it not too soon? And will it not reopen wounds that are still healing? The mere notion of visiting Rukum to fulfil personal curiosity may seem voyeuristic. But despite this, politicians and members of the Tourism Board sound optimistic.
“The picturesque bays and valleys, once filled with misery, are now awaiting tourists,” says Kashi Raj Bhandari, director of the Research, Planning and Monitoring Department at Nepal Tourism Board (NTB). “Ancient ruins, mountains, rivers lined with lush wheat fields, caves and centuries-old cultures in villages like Mahat, Cwangwang, Chakewang, Khara, Pipal, Syalapakha, Kakri, Hakam, Khola Goan, Burtim Danda and Saank can be attractions for both domestic and international visitors,” he says.
According to him, one lake that stands out is Syarpu Lake—locally popular
as a picnic spot. Locals claim that before the war began, more than 2,000 tourists visited the lake annually. To restore the area’s former vibrancy, locals are working to open up trekking routes that connect directly to the lake. The recently held Syarpu Festival provided momentum to this project, which has initiated the construction of few hotels in the home-stay model to accommodate visitors.
Locals are also focused on promoting the Guerrilla Trek, which would follow the trails along which thousands of Maoist guerrillas dug trenches and ambushed their enemy during the insurgency. As Rukum lies within the range of hills connecting the western and the eastern regions of the country, the trek will follow the major routes that Maoist guerrillas walked through.
The trekking regions mapped as of now are Khara-Khawla-Jhimkhani (45 minutes), Jhimkhani-Jhulnetta (4 hours), Kharakhola-Jibang-Khabang (3 hours), Jibang-Syarpu, Bafikot (3 hours), Syarpu-Kunakhet (3 hours), Kunakhet-Pipal-Rukumkot (3 hours), Rukumkot-Marine (2 hours), Maring-Kakri (2 hours) and Kakri-Riga-Tuksara (5 hours). These villages stand as witnesses to the war and still retain the scars of an entire decade of fighting.
Another proposed attraction is the Kham community, a group from which most guerrillas were recruited during the initial phase of the war. The change that befell the culture and lifestyle of the people of Kham after the insurgency is thought to be of interest to people.
“It is time we try to heal old wounds and cleanse our hatred with the bright prospect of tourism,” says Sarun Batha Magar, the Maoist district in-charge. As voiced by Magar, his party is bracing itself to show the scars of war to tourists. He believes that such a display can increase employment opportunities for the people of this marginalised region. The NTB voices likewise. “The area has the potential to become a war product to attract domestic as well as the international visitors,” says Bhandari of NTB.
According to available statistics, more than 558 people died in the region during the insurgency. This fact begs the question: Is it not politically incorrect to present a region that suffered the devastation of war into a holiday destination? The Chief District Officer of Rukum, Beni Madhav Gyawali, pointed out the necessity of an extensive survey and research before implementing the idea, but this question seems to escape the minds of NTB members, local Maoist representatives and groups of enthusiastic youths by the name of Dynamic Youth Society in the programmes they organise.
APR 16 - Though the mention of Rukum may first conjure up images of war, the area is also known as the district of “52 lakes and 53 hills”. This once popular saying may lead people to envision flocks of visitors charting the region—the reality, however, has been different. The remoteness of Rukum--in terms of roads and other facilities—has always deterred the tourism industry from making its way in. And after the Maoists seized the area, its potential as a tourist haven was quelled into a seething pot of war.
Now, with peace restored and insecurity no longer posing the same threat after the Maoists’ entrance into mainstream politics, the Maoist party has shown interest in transforming the entire district into a war museum. Their vision more or less consists of showing visitors how the people’s war began and spread from Rukum.
Ethical questions surround this idea. Is it not too soon? And will it not reopen wounds that are still healing? The mere notion of visiting Rukum to fulfil personal curiosity may seem voyeuristic. But despite this, politicians and members of the Tourism Board sound optimistic.
“The picturesque bays and valleys, once filled with misery, are now awaiting tourists,” says Kashi Raj Bhandari, director of the Research, Planning and Monitoring Department at Nepal Tourism Board (NTB). “Ancient ruins, mountains, rivers lined with lush wheat fields, caves and centuries-old cultures in villages like Mahat, Cwangwang, Chakewang, Khara, Pipal, Syalapakha, Kakri, Hakam, Khola Goan, Burtim Danda and Saank can be attractions for both domestic and international visitors,” he says.
According to him, one lake that stands out is Syarpu Lake—locally popular
as a picnic spot. Locals claim that before the war began, more than 2,000 tourists visited the lake annually. To restore the area’s former vibrancy, locals are working to open up trekking routes that connect directly to the lake. The recently held Syarpu Festival provided momentum to this project, which has initiated the construction of few hotels in the home-stay model to accommodate visitors.
Locals are also focused on promoting the Guerrilla Trek, which would follow the trails along which thousands of Maoist guerrillas dug trenches and ambushed their enemy during the insurgency. As Rukum lies within the range of hills connecting the western and the eastern regions of the country, the trek will follow the major routes that Maoist guerrillas walked through.
The trekking regions mapped as of now are Khara-Khawla-Jhimkhani (45 minutes), Jhimkhani-Jhulnetta (4 hours), Kharakhola-Jibang-Khabang (3 hours), Jibang-Syarpu, Bafikot (3 hours), Syarpu-Kunakhet (3 hours), Kunakhet-Pipal-Rukumkot (3 hours), Rukumkot-Marine (2 hours), Maring-Kakri (2 hours) and Kakri-Riga-Tuksara (5 hours). These villages stand as witnesses to the war and still retain the scars of an entire decade of fighting.
Another proposed attraction is the Kham community, a group from which most guerrillas were recruited during the initial phase of the war. The change that befell the culture and lifestyle of the people of Kham after the insurgency is thought to be of interest to people.
“It is time we try to heal old wounds and cleanse our hatred with the bright prospect of tourism,” says Sarun Batha Magar, the Maoist district in-charge. As voiced by Magar, his party is bracing itself to show the scars of war to tourists. He believes that such a display can increase employment opportunities for the people of this marginalised region. The NTB voices likewise. “The area has the potential to become a war product to attract domestic as well as the international visitors,” says Bhandari of NTB.
According to available statistics, more than 558 people died in the region during the insurgency. This fact begs the question: Is it not politically incorrect to present a region that suffered the devastation of war into a holiday destination? The Chief District Officer of Rukum, Beni Madhav Gyawali, pointed out the necessity of an extensive survey and research before implementing the idea, but this question seems to escape the minds of NTB members, local Maoist representatives and groups of enthusiastic youths by the name of Dynamic Youth Society in the programmes they organise.
Twin Otter shortage hinders fleet expansion
SANGAM PRASAIN
KATHMANDU, APR 16 -
Nepal’s domestic carriers will likely have a hard time enlarging or replacing their ageing fleet as the good old Twin Otter is difficult to come by in the international market.
Experts said that the Canadian-built Twin Otter, a 19-passenger aircraft with STOL capability and high rate of climb, was the most suitable aircraft for serving Nepal’s remote and mountainous regions; but there were very few reconditioned planes for sale in the world market.
In addition, government restrictions on importing aircraft older than 20 years has hindered fleet expansion by domestic carriers.
Experts said that although Viking Air and Harbin Aircraft Manufacturing Corporation produce the DHC-6 Twin Otter Series 400 and the Harbin Y-12 respectively as an alternative to the Twin Otter, they were costly to operate on remote sectors. The Twin Otter made its first appearance in Nepal in 1970 as a replacement to the DC-3 Dakota, the workhorse of the then Royal Nepal Airlines Corporation.
“There are about 50 Twin Otter aircraft available if the government extends the age limit to 25 years,” said Dorji Tsering Sherpa, a travel trade entrepreneur. He added that out of the 844 Twin Otters produced from 1966-88, 588 were still flying in various countries.
Bhes Raj Subedi, chief of the Air Worthiness Division at the Civil Aviation Authority of Nepal (CAAN), said that although older versions were not easily available in the market, modern versions of the Twin Otter and the Dornier were being manufactured. However, the price of these modern aircraft is very high for Nepali operators, he added. Normally, domestic carriers lease second-hand aircraft for operation on remote sectors. “Technically, it does not matter how old a plane is. The efficiency and safety of any aircraft depends on regular maintenance. “NAC is flying Twin Otters that are more than 35 years old,” Subedi said.
A senior engineer of NAC said that the 20-year age limit was a very rigid criteria for Nepal’s domestic carriers.
Between 1972 and 1979, the Canadian International Development Agency donated seven Twin Otters to NAC. Among them, four are in operation, two are out of commission and one can be put back in service after maintenance, said an NAC official.
Among private airlines, Lumbini Airways and Skyline Airways possessed about 10 Twin Otters in their fleet, but the carriers did not last long. Presently, Yeti Airlines has seven Twin Otters out of which four are in operation.
KATHMANDU, APR 16 -
Nepal’s domestic carriers will likely have a hard time enlarging or replacing their ageing fleet as the good old Twin Otter is difficult to come by in the international market.
Experts said that the Canadian-built Twin Otter, a 19-passenger aircraft with STOL capability and high rate of climb, was the most suitable aircraft for serving Nepal’s remote and mountainous regions; but there were very few reconditioned planes for sale in the world market.
In addition, government restrictions on importing aircraft older than 20 years has hindered fleet expansion by domestic carriers.
Experts said that although Viking Air and Harbin Aircraft Manufacturing Corporation produce the DHC-6 Twin Otter Series 400 and the Harbin Y-12 respectively as an alternative to the Twin Otter, they were costly to operate on remote sectors. The Twin Otter made its first appearance in Nepal in 1970 as a replacement to the DC-3 Dakota, the workhorse of the then Royal Nepal Airlines Corporation.
“There are about 50 Twin Otter aircraft available if the government extends the age limit to 25 years,” said Dorji Tsering Sherpa, a travel trade entrepreneur. He added that out of the 844 Twin Otters produced from 1966-88, 588 were still flying in various countries.
Bhes Raj Subedi, chief of the Air Worthiness Division at the Civil Aviation Authority of Nepal (CAAN), said that although older versions were not easily available in the market, modern versions of the Twin Otter and the Dornier were being manufactured. However, the price of these modern aircraft is very high for Nepali operators, he added. Normally, domestic carriers lease second-hand aircraft for operation on remote sectors. “Technically, it does not matter how old a plane is. The efficiency and safety of any aircraft depends on regular maintenance. “NAC is flying Twin Otters that are more than 35 years old,” Subedi said.
A senior engineer of NAC said that the 20-year age limit was a very rigid criteria for Nepal’s domestic carriers.
Between 1972 and 1979, the Canadian International Development Agency donated seven Twin Otters to NAC. Among them, four are in operation, two are out of commission and one can be put back in service after maintenance, said an NAC official.
Among private airlines, Lumbini Airways and Skyline Airways possessed about 10 Twin Otters in their fleet, but the carriers did not last long. Presently, Yeti Airlines has seven Twin Otters out of which four are in operation.
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