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“The combat that started yesterday evening has not ended yet. There  are preliminary estimates of heavy Maoist casualties. Exact numbers  have not been ascertained,” I heard a despondent and anxious voice  on the telephone. 

Before I could even utter a word, the person on the other side said,  “Captain Thapa, the Maoists are going to capture the Khara barracks.  We need to fly there immediately for rescue and reinforcements.” 

The telephone call in the wee hours of 8 April 2005 not only  disturbed my sleep but also my peace of mind. I was at my home in  Sinamangal, Kathmandu. 

It was Lieutenant Colonel Dipak Karki, head of the flight operation  unit of the Royal Nepal Army’s Number 11 Brigade, who was on the  other side of the phone. He repeated, “We have been asked to rescue  the injured and send in reinforcements. We must leave immediately.” 

*** 

I had chanced upon a job as an MI-17 instructor pilot for the  Nepal Army. I got associated with the Air Brigade of the Army after  the government declared an emergency and deployed the Army in  order to end the Maoist war. I had been appointed as an expert pilot to  train Nepal Army pilots and to help with rescue and reinforcements.

Earlier, I used to do similar work for the Nepal Police when the  government had deployed only the force to fight the ‘people’s war’.  Once the government deployed the Army, Brigadier Gunja Man  Lama (of Number 11 Brigade), Pilot Madan KC and others used to  occasionally ask me to fly for the Army as well. 

While working for the police, I used to meet senior Army officers,  who also used to request me to “help the nation” by flying Army  choppers. We also exchanged our experiences during the ‘people’s war’.  I was well acquainted with CoAS Pyar Jung Thapa ever since he was a  Brigadier General. After the Army’s deployment, at his special request,  I started flying Army helicopters at the end of 2001. 

*** 

Continuous flights had made me exhausted and I was in  Kathmandu on a few days’ break. When flights were regular, I spent  most nights in either Nepalgunj or Pokhara. Immediately after my  telephone conversation with Lieutenant Colonel Dipak Karki, I got  ready to fly to Khara in Rukum. 

The main gearbox of the Army’s RN-37 helicopter needed an  overhaul. The average age of a main gear box is 2,000 flight hours  and it needs to be overhauled after that. So the RN-37 helicopter was  grounded at the Tribhuvan International Airport for maintenance. 

Generally, a grounded chopper cannot be flown. In emergencies  or in special situations, it can be flown for a few hours with experts’ approval. 

Such a situation emerged on the morning after the attack in  Khara when we needed to fly there for rescue and reinforcements.  A three-member committee comprising Brigadier Gunja Man Lama  (head of the Air Brigade), Colonel Santosh Karki (an engineer in the  same brigade) and I was formed. It recommended that the grounded  helicopter, which had a capacity of 21 people, be flown for a maximum  of 10 hours. Then, together with co-pilot Major Kiran Thapa, flight  engineer Hira Lal Maharjan and 32 rangers of the Mahabir battalion  (and some ammunition), I flew toward Bhairahawa.

It was probably around seven in the morning when we set off. In Bhairahawa, we added a few rangers and arms and ammunition to  the chopper and then headed for the Army’s Mid-Western Division in  Nepalgunj. 

*** 

After the shock of the Khara attack, an eerie silence had enveloped the  Mid-Western Division. Even the air seemed to have stilled. Telephone  rings sounded deafeningly noisy. The faces of army officials looked tense and disheartened. We could not meet Division head Dipak Bikram JBR, as he had already flown to Musikot earlier in the morning.  

But when he landed in Musikot, he could talk to me on a military  telephone set. He sounded anxious and despondent. “It all depends on  you now, Captain Th apa. Save us from being overrun.” 

Before talking to Rana, I had spoken on the phone with Home  Secretary Chandi Prasad Shrestha and AIG Rajendra Bahadur Singh,  both of whom had stressed on the need for a quick rescue, given the  scale of the destruction. I could tell from the concerns of all these  high-level officers that the government had accorded a high level of  prestige to the Khara combat. 

In fact, I had even heard that on the morning of April 8, King Gyanendra had told CoAS Pyar Jung Thapa that the Army had to win the Khara battle, no matter what. “What on earth is the Army doing?”  the king had apparently yelled. 

*** 

The Maoist attack in Khara had become a hot topic for everyone—from the king to the ordinary citizens. The king, the home minister, the army chief, the heads of the two police forces as well as other high level security officials were all waiting with bated breath to find out the  outcome of the Khara battle. 

Of all the attacks that the Maoists had launched till then, Khara  was considered the biggest. Word had it that their preparation was as intense as the attack. The rebels’ videos and documents that became  public after the peace process make it clear that they had employed  maximum strength in the Khara attack. 

While the main planner of the attack was none other than Pushpa  Kamal Dahal, the Supreme Commander of the ‘people’s army’, the battle had been commanded by Nanda Kishor Pun  and Janardan Sharma, respectively the heads of the central  and western divisions of the rebels’ army. Now Pun has twice been  elected Vice-President of the Federal Democratic Republic of Nepal.  Sharma was Home Minister under the Congress-Maoist coalition  government and later the Finance Minister. 

The Maoists had created their own military structure during the  ‘people’s war’. Like the Nepali Army, the rebels had mobilized their  ‘people’s army’ in organizational units ranging from a militia to a  division. They claimed to have three divisions—eastern, central and  western—of which they consolidated the full strength of two in order  to mount an attack on the army’s Khara security basecamp on 7 April 2005. 

The Maoists had been claiming that mid-western districts such as  Rolpa, Rukum, Jajarkot and Salyan were their bases. They had their  ‘shelters’, and carried out most of their activities, in the remotest  settlements of these districts. 

They had assessed that they would further fortify their strongholds  if they could defeat the Nepal Army at Khara. And they had adopted a fitting military strategy. 

*** 

The fighting between the Maoist guerillas and the army started  before dusk on April 7. The rebels had kept their preparations for the  attack extremely secret, so the army got reliable intelligence about it  only late that afternoon. 

An army officer deployed at the Khara basecamp recalled the  incident thus: “We had information about an imminent attack, and about the preparations for it, three days earlier. But we did not have  precise intelligence on where and when the attack would take place.  On the afternoon of April 7, we were informed by local sources that  there would be an attack that evening. So we stayed alert and even  made an evening patrol.” 

“Fighting started in the evening when the soldiers patrolling the  area struck the invading Maoists with long-range weapons. The Maoist  guerrillas were marching ahead from Khumcheti Danda and Gidde  Danda, while opening fire with long-range weapons. Soldiers from  the Musikot Gulma had set off for Khara, but they could not advance  much because of the ambushes set up on the way,” added the officer. 

As the night wore on, the fighting intensified. The Maoist guerrillas  fired at and advanced toward the basecamp from all sides. They  used 81-mortars, GPMGs, two-inch mortars, as well as long-range  weapons. The sounds of the firing and explosions and the war cries  turned Khara into a battlefield throughout the night. “After 10 pm, the  two sides fought a close battle. The Maoists tried to enter the camp by  digging a trench under Gate 1, but we opened fire and stopped them  right there. Throughout the night, they tried to cut the wires around  the barracks and get inside, but could not,” recounted some soldiers  after they were rescued. 

Police personnel at the Khara basecamp fought under the unified command of the army. Once they were rescued, we could tell from  their condition that they had battled for long hours—18 hours straight. During the battle, a night-vision helicopter reached Khara twice—first at midnight and again at 3 am. The rescued soldiers said, “After  the copters struck, the firing subsided but did not end. Both sides  continued firing until dawn.”  

The Maoists had adopted the strategy employed by the British in  the battle of Nalapani. Word had spread from early in the morning  that the rebels had, for the past 18 hours, blocked the flow of water  to the Khara camp from Maru VDC. It was essential that food, water,  arms and ammunition, and reinforcements be taken to Khara. An even greater humanitarian imperative was to rescue the injured soldiers. As such, the pressure I faced was mounting. 

***  

Army choppers had started flying in Khara’s skies from early  morning on April 8. Army pilot Pratigya Rana, a careful pilot and a  good friend of mine, had repeatedly tried landing an MI-17 helicopter  at the basecamp, but in vain. 

As I was preparing to fly from Nepalgunj to Musikot in the  afternoon, I got news that an MI-17 helicopter had been shot. Earlier  in the morning, we had news that another chopper—Lancer, flown  by Major Subash Thapa—had been struck by bullets. Lancer, a small  helicopter made specifically for war, has guns pointing out from both  sides. 

Major Thapa had risked landing the chopper in the barracks  premises while simultaneously firing bullets and dropping bombs. But  he was forced to fly back to Musikot after his chopper was struck by  Maoist bullets.  

Major Thapa was also one of the most careful and intelligent pilots  that the Nepal Army had. But when his helicopter was hit, army  officers sank deep into despair. 

They warned me to be alert. I had set off from Nepalgunj at around 1. Communicating with me via their radio set, they said, “The Maoists  have used long-range weapons. It’s risky, you might get shot. Exercise  caution.”  

Some army officers even expressed surprise that a civilian would take  such a risk. “We serve in the army and are compelled to do this. You are  a civilian. Why do you put your life at risk?” a ranger asked me. 

Whenever I heard such comments, I used to get more determined  about turning the soldiers’ despair into my motivation. Maybe I  inherited my ancestors’ bold and courageous traits. Their legacy would  not survive if I could not play hide-and-seek with risk. That’s partly  why I had become accustomed to taking risks. 

In the initial days of the Maoist ‘people’s war’, I got involved in  it as a commercial pilot flying for the Nepal Police. When the war  intensified, the state eventually decided to deploy the army to fight the  rebels. This pushed private helicopter companies and pilots like us into  a very difficult situation.  

As risks increased, some of these companies balked, but I felt it  was wrong to help when conditions are easy and walk away when they  are tough. So I did not shy away from risks and kept carrying out  humanitarian rescues in the decade-long ‘people’s war’. 

I rescued not only state security personnel, but did not hesitate to  rescue injured Maoist combatants either. On some occasions, I even  rescued rebel fighters without letting the security personnel know. 

*** 

Once I was in Dolpa with foodstuffs, ammunition, etc. for the Nepal  Police. A local businessman from Dunai, who supplied foodstuffs and  other essential items to the police and the army, asked me if I could  take a sick woman to Surkhet. The woman was frail and was dressed in  rags. Her name was Satya Pahadi and she was a Maoist cadre. 

The security personnel did not hear about it at all. 

Despite knowing that she was a Maoist cadre, I was willing to  fly her to Surkhet. I thought a sick person’s first necessity is medical  treatment. It’s also a natural right. I felt she should not be deprived of  treatment.  

As the helicopter was packed, I put her in the cockpit and dropped  her in Surkhet. Before we parted ways, she gave me her phone number.  I even called the number a couple of times to inquire after her. But  the calls did not go through. But five years later, after the Maoists  joined the peace process, she called me—as the minister for peace and  reconstruction. 

She had been appointed the minister in 2011 under the coalition  government led by Dr Baburam Bhattarai. I don’t know why, but she  called me on the very day of her appointment and reminded me of the day I took her to Surkhet. Pahadi is married to Shakti Bahadur Basnet,  a lawmaker elected in the 2017 elections from the district of Jajarkot. (He later became the Minister for Forest and Environment.) 

*** 

While on the surface it looked like I was working for the state,  my priority was humanitarian rescue, because unlike the security  personnel, I was not mobilized to fight the Maoists. My role as a  humanitarian rescuer was akin to that of a doctor who is solemnly  bound to treat all patients. Once I dedicated my career to flying, I  thought (and still think) of rescue work as my duty. 

While the Khara combat was going on, the victory or defeat of one  particular side was not my primary concern. Rather, I had thought  that taking food and water to those who needed them and rescuing  the soldiers who were on the brink of death were humanitarian—and  thus my primary—concern. 

*** 

The combat had not ended when I reached Khara in the afternoon.  There were Maoist guerrillas on the high hills surrounding the barracks,  ready with long-range weapons to strike at army helicopters. Their  sole aim was to prevent the choppers from landing at the barracks.  They had probably calculated they would win the battle if they could  prevent reinforcements from coming. And they seemed to be acting  accordingly. 

Two copters had already been shot. Army pilots were losing hope  they could land at the basecamp. I faced a colossal challenge. I wanted  to land a chopper at the Khara basecamp at any cost. 

Khara, which is at an altitude of approximately 6,000 feet from sea  level, connects Rukum, Salyan, and Rolpa. To its east lies the village  of Simrut, to its west Jhulneta, to its north Muru, and to its south  Dalsingh. Musikot, the district headquarters, is about 5 km west of  Khara.

From Nepalgunj, I first flew to Musikot. Other choppers were at  the barracks in Bohoragaun; I couldn’t find a place there and landed  mine at Musikot airport, where a few army officers were present. 

Their radio sets were constantly buzzing. I could hear the soldiers  who were still fighting, asking for reinforcements. 

People in the nearby Musikot bazaar were terrified and therefore  very quiet. The sounds of the firing and explosions had added to the fear. 

I communicated with Division Chief Dipak Bikram JBR, who  was at Musikot barracks. “Captain Thapa, you are our last hope!” His  request and confidence in me added to my sense of duty. 

All eyes were on me because my team was considered the last  option. Everyone was hoping we would fly. “The injured are about to  die. We have run out of food. There is a shortage of water. We need  ammunition, or the Maoists will capture the basecamp…” was what  we could hear from the radio sets. 

My mind was turbulent, and I was questioning myself: “Why did  I come here? Is it not to rescue the soldiers? Have I really served my  purpose?” 

After being buffeted by a barrage of questions, I was gradually filled  with a unique sense of energy and courage. Finally, I resolved to land  at the Khara security basecamp. 

Just as I was making a sketch of the area and asking the commanders  of the ranger force to take their seats on the two sides of the chopper,  I got a call on my cell phone from AIG Rajendra Bahadur Singh. He  said, “If we don’t have reinforcements in the next 20 to 30 minutes, the  Maoists will capture Khara.” This made me more impatient. Without  wasting another minute, I made my way to the helicopter. 

I asked the 20 rangers to sit on two sides of the chopper so as to  maintain balance. We loaded the chopper with ammunition and flew. The soldiers had aimed long-range weapons out from the  helicopter’s windows. I had asked them to resist using the weapons  as far as possible. “Fire your weapons only if the Maoists shoot at the helicopter,” I had told them. But when the Maoists started firing  indiscriminately at the chopper, the soldiers started firing back. I instructed co-pilot Kiran Thapa to stay calm and monitor the  radio signals, but did not offer him details on how I was going to land.  On the hills close to the Khara basecamp, I could see Maoist guerrillas  ready to shoot at helicopters. So it would have been extremely risky to  fly close to those hills. 

“Alpha, Bravo…” I was constantly hearing such phrases on the radio. Because the  Maoists had made off with the army’s radio sets, I could hear their  conversations, yells and groans. I could also hear them say, “The bird’s  here, strike.” 

The Maoist fighters referred to helicopters as birds. Firing—at and  from the helicopter—continued unabated. I took it to an abnormal  altitude—an unusual state in which the chopper looks wobbly from the  ground, as if it’s about to crash—in an attempt to confuse the Maoists. 

My chopper was at an altitude of about 7,000 ft. In normal  situations, landing takes place at a normal speed. But at that moment,  the helicopter was directly above the helipad and was descending at a  high speed. I made a vertical descent and landed the chopper on the  barracks premises. 

I had calculated that even if the Maoists fired at the helicopter, they  would miss because of the high speed. That turned out to be the right  calculation. All their attempts were in vain. The copter landed safely.  

The soldiers got out fast and started taking positions. They also  started unloading the ammunition. The injured were being loaded  onto the chopper. I could not get out of the cockpit, but I looked  around. The ground was strewn with corpses. It was a heart-rending  scene. I flew back to the Musikot airport with some injured soldiers. 

Later, I flew back to Khara with reinforcements. Afterward, other  army choppers also landed there. Copters that had been hit with  bullets and were put away in the barracks started flying after regular  maintenance.

Finally the Maoist guerrillas who had surrounded the Khara  basecamp started retreating. They were forced to do so after we  dropped arms and ammunition and almost 150 additional soldiers at  the barracks. 

When I was back in Nepalgunj, I saw Division Chief General  Dipak Bikram JBR. “You saved Khara from being overrun,” he said  while patting my shoulder in a sign of appreciation. “Now we can look  to His Majesty for approval.” 

He added, “Only army personnel are eligible for the Nepali Tara  medal. Despite being a civilian, your contribution is no smaller than  that of a soldier. I will recommend you for Nepali Tara.” 

“I didn’t do it for a medal, General. I took the risk for humanitarian  reasons and as a duty to the nation. I don’t need a medal,” I replied. Rana did not say anything in response; he just kept patting my  shoulder. 

AIG Rajendra Bahadur Singh and Home Secretary Chandi Prasad Shrestha also called and congratulated me. 

*** 

I returned to Kathmandu two days after the Khara rescue. Army  Chief Pyar Jung Thapa invited me over to his official residence at  Shashi Bhawan for breakfast. He seemed extremely happy with my  work. “You have done a great job,” he said enthusiastically. “Your  courageous work has salvaged the army’s honor.” 

During breakfast, CoAS Thapa also expressed concern over my  security. He thought I could have incurred the ire of the Maoists  because of my involvement at Khara, and he offered me a place at  Shashi Bhawan. I expressed gratitude for his kindness but told him  that I would remain safe outside as well. 

*** 

While more than 250 Maoist combatants lost their lives in the April 7 Khara attack, only three army personnel were killed.

It was the Maoists’ second attack on Khara. Earlier, the Maoists had  attacked Khara and Damachaur (Salyan) simultaneously on 27 May 2002 and had suffered a terrible defeat in which they lost about 150  combatants. The first defeat at Khara had forced the Maoists to reassess  their military strategy. The second failure became a turning point for  them, one which compelled them to give up their violent movement. 

*** 

Even after the Maoists joined the peace process, various reports  and investigative news stories on their military strategy have been  published. 

Journalist Bhojraj Bhat has written: ‘Fierce army action following the Khara attack forced the Maoists  to change their old strategy. King Gyanendra’s growing ambition to  rule unilaterally also played a part in making Prachanda softer toward  parliamentary parties and India. What is surprising is that immediately  after Khara, Prachanda sent Baburam, who was facing action from the  party, to Delhi together with Krishna Bahadur Mahara, the head of the  Maoists’ foreign affairs department. The parliamentary parties and the  Maoists got closer after that. And four months later, the Maoists held  the Chunbang meeting, which paved their way to the peace process.’ (20  Feb 2011, Nepal weekly) 

*** 

From the eyes of a pilot who saw and experienced the ‘people’s  war’ first-hand, the battle of Khara was indeed a turning point for the  Maoists, after which their path diverted away from war. They eventually  joined the peace process and are now part of mainstream politics. 

During the decade-long Maoist ‘people’s war’, I reached many  places for rescue and reinforcements. I saw the combat and the fresh  battlefields up close. I experienced the country’s pain and tears when  one Nepali shed the blood of another. The war days are etched in my  memory in layers.

Many attempts were made to bring Nepali society, which was  trapped in a cycle of violence and counter-violence, back to peace.  Many individuals, parties, organizations and power centers have played  important roles in this. The Maoists abandoned the ‘people’s war’ and  were drawn into peaceful politics through mutual understanding and  cooperation with parliamentary parties. Behind this are many reasons—national, international and geopolitical. 

It was the helicopters that forced the Maoists to retreat at Khara.  The choppers’ role had been much appreciated. When I look back, I  feel that the risk I took was worthwhile.

Excerpt from the book ‘Into the Fire’ by Capt Rameshwar Thapa. This book, an essential reference on the decade-long armed conflict in Nepal, is grounded in hard facts and is set to launch on Aug 31

Captain Rameshwar Thapa is a veteran rescue and relief helicopter pilot who began flying in 1994. He is the owner of Simrik Air and has served as the president of the Airlines Operators Association of Nepal (AOAN) four times. His fourth tenure concluded only this month. His autobiography, ‘Barud Mathi Udda’, was published in 2018 and became a bestseller.

The aviation sector is a vital contributor to tourism and mobility, driving economic activity wherever airports are present. Various factors within the aviation sector, including infrastructure, human resources, academia, and investment, directly contribute to enhancing safety in Nepali skies. In his aviation sector blueprint, Capt Thapa presents a 10-point explanation to provide a clearer understanding of this sector.

Airports

In Nepal, numerous domestic airports have been constructed without adequate market analysis and strategic planning. The consumption environment hasn’t been tailored to accommodate the increased number of airports, nor have aircraft been added proportionately to match the demand.

Concerning international airports in Nepal, while the quantity is satisfactory, there are quality issues. Therefore, the need for Nijgadh International Airport is paramount. Given our difficult terrain, the feasibility of the Pokhara International Airport is questionable. Additionally, Gautam Buddha International Airport, situated close to the Indian border, faces airspace restrictions and lacks the capacity to accommodate sufficient aircraft. Nijgadh, positioned advantageously, would alleviate the burden on Tribhuvan International Airport. Up to this point, Nepal has primarily operated destination airports, yet the global aviation trend has shifted towards transit hubs. Nijgadh Airport emerges as the most suitable and only option in this context.

Human resources and academics

The aviation industry is inherently globalized, with human resources trained anywhere in the world being capable of working in any part of the globe, whether as cabin crew, ground handlers, technical support staff, or air traffic controllers. Despite having top-notch human resources, including those in Nepal, the growth of training institutes in Nepal has been stunted due to the small market and narrow-mindedness of the government and regulatory bodies. Nepal has struggled to attract foreign investment in aviation academia. However, with a conducive environment provided by the government, Nepal could become an ideal destination for aviation training. The rugged terrain and diverse landscape and weather present in Nepal offer unique training opportunities, resulting in high-quality human resources being produced. It’s imperative that we capitalize on this potential and take steps to enhance aviation training within the country. Also, there is huge demand for aviation management human resources and Nepal could cater to this void.

Private sector

Nepal’s private sector has demonstrated exceptional performance in the aviation sector. Despite facing challenges such as a small market, these entities have maintained minimal profit margins and adhered strictly to aviation guidelines, prioritizing safety above all else. Furthermore, the private sector has established robust and international standard aircraft maintenance systems in Nepal. With a more favorable environment for private sector operations, there is potential for increased investment from airlines operators and new investors will also join the aviation industry. The private sector’s practices in aviation are well-documented, accountable, fair and transparent.

CAAN

The Civil Aviation Authority of Nepal (CAAN) serves as the guardian of the aviation sector. It is important for CAAN to act as a guardian-like role towards airlines operators, offering support and assistance during both favorable and challenging times. Operators and investors alike anticipate a harmonious and cooperative relationship with CAAN, built on mutual trust and understanding. CAAN must proactively strive to cultivate and maintain such relations. This involves ensuring that its operations run smoothly, free from unnecessary bureaucratic obstacles that could hinder the progress of airlines and other stakeholders in the aviation industry.

National flag carrier

Airlines operators need to function in an independent environment. In my view, Nepal Airlines cannot be considered a part of the aviation industry due to the absence of an independent environment, which has adversely affected the national flag carrier. It has become a hub for political recruitment and suffers from excessive political influence. Thai Airways, established around the same time as Nepal Airlines, has made remarkable strides, expanding its services to approximately 70 destinations worldwide. Meanwhile, Nepal Airlines has struggled to operate at its full capacity.

Furthermore, Nepal Airlines is subject to the Public Procurement Act, leading to delays in its activities. For instance, in the event of an issue with any part of the aircraft requiring replacement, the airline cannot address it immediately due to the requirement for international tenders and compliance with the Public Procurement Act, a process that typically takes around six months. The nature of the aviation sector demands prompt solutions to problems, often within hours. To address these challenges effectively, Nepal Airlines should transition to operate under the Company Act.

Laws and policies

Our civil aviation industry adheres to international standard laws ratified by the International Civil Aviation Organization (ICAO), ensuring smooth operations. However, the Open Sky Policy, adopted in 1992, has not undergone a single review since its inception. It is crucial to periodically review and update this policy to align with evolving industry trends and requirements. Although there are international leasing and financing policies in Nepal, they are not yet fully matured. It is essential to prioritize the enhancement of these practices through regular reviews and updates to keep pace with global standards. The Cape Town Convention, a treaty designed to facilitate asset-based financing and leasing of aviation equipment, expand financing opportunities, and reduce costs, has not been ratified by our legislature. Ratifying this convention would attract foreign investments into the aviation sector, providing substantial economic benefits.

Tourism

Nepal stands out as a nation with the potential to thrive primarily on tourism, making it a prime candidate for becoming a top global tourist destination. In realizing this potential, the aviation sector plays a pivotal role. Tourists rely heavily on aviation for mobility, and elements such as aircraft, cabin crew, airports, and ground handling serve as their initial impressions of the country. It is hence imperative that our aviation industry leaves a positive and lasting impression on tourists to attract and retain them. From the moment they step onto a plane operated by Nepali carriers to their arrival and departure at our airports, every interaction shapes their perception of our country. Therefore, ensuring high standards of service, safety, and professionalism across all aspects of aviation operations is essential to enhance Nepal’s appeal as a tourist destination.

Transportation

Nepal’s rugged topography presents significant challenges to road infrastructure, frequently disrupted by natural calamities such as floods and landslides, leading to prolonged shutdowns. Moreover, the country grapples with a high incidence of road accidents. Air travel hence emerges as a superior and time-saving alternative. Apart from human transportation and mobility, airways are indispensable for various critical activities, including the construction of hydroelectric power plants and infrastructure development in remote rural areas. Additionally, they play a vital role in facilitating rapid response and effective relief efforts during rescue operations. That is why the government should focus on making aviation a major means of transport.

International concerns

The European Union (EU) has blacklisted our airlines due to concerns over the Civil Aviation Authority of Nepal (CAAN), which holds both service provider and regulatory powers. The EU and the ICAO share the concern that these functions should be separated. This is an international practice but is not mandatory and it has not impacted safety. Our state should assertively defend our position and address international concerns. Another issue raised is the political role of the CAAN board chairperson, who is the Minister for Culture, Tourism, and Civil Aviation. However, civil aviation requires technical expertise, and a political figure may not be best suited to direct technical matters.

Conclusion

Nepal boasts the safest skies despite challenging weather and terrain. Despite our best efforts, accidents occur, which is regrettable. If our landscape were in other countries, I believe they would struggle to avoid accidents or would experience more accidents than we have faced. Despite challenges, the aviation sector holds immense potential for tourism and development. It requires strategic reforms, transparency, and private sector engagement to unlock this potential and become a driving force for Nepal’s growth.

A top global tourist destination 

Three ways to realize the vision: 

1) Make visitors feel safe and secure anywhere in the country.
2) Work towards building a stable political climate.
3) Upgrade the quality of our air services.

Nepal is one of those rare countries that can sustain itself solely on tourism. We have the potential to be an internationally acclaimed tourist destination with our majestic snow-capped mountains, exciting trekking routes, and beautiful heritage sites to draw visitors from around the world.   

So my vision for Nepal is to make this country a top global tourist destination. To realize this dream, we have to create a tourist-friendly environment. Visitors should feel comfortable and safe no matter where they travel inside Nepal. They should return to their home countries full of memorable experiences of Nepal.   

But we haven’t been able to attract enough tourists. As important as it is to attract new tourists, it is equally important to get previous visitors to return. 

Among the many reasons Nepal hasn’t been able to improve tourism is political instability. We can’t expect sustained growth in any sector without a stable political climate. Our political parties and their leaders have never thought about this. Without a vision for this country, how can they provide a proper environment for growth and development? 

If only they had a proper vision, our GDP would start growing at a double-digit rate in no time. All that Nepal needs to prosper is political stability and sound policy. If we could have only these two things, I strongly believe we can host a huge number of high-spending tourists. This country surely doesn’t lack tourism entrepreneurs or service providers to make this possible.

But because of our volatile political climate, we are compromising even on our strengths.

For example, we used to have jungle hotels and resorts inside national parks. Offering close wildlife encounters to the guests, they used to draw a healthy number of high-spending tourists. These businesses were also conserving and promoting vulnerable animals. The incidents of wildlife poaching and hunting had gone down. But these novel and lucrative businesses could not survive as they fell victim to politicization. Quality tourists then stopped visiting Nepal. 

Another area where Nepal needs to improve on to attract quality tourists is aviation. The quality of our air services should be urgently upgraded. As the visitors’ first impression is important, we should also raise the standard of our international airport.

The European Union has blacklisted Nepali airlines from flying into its airspace over safety concerns (as outlined by the International Civil Aviation Organization, ICAO). This ban, which has continued since 2013, has badly affected Nepal’s tourism. Without direct flights, European tourists wanting to visit Nepal have to face many hassles. Similarly, we haven’t been able to properly utilize our wide-body aircraft due to a lack of routes and destinations. 

Unfortunately, our government, political parties and the civil aviation body are not treating this issue with the urgency it deserves.

Since 2009, the ICAO has been saying that the Civil Aviation Authority of Nepal (CAAN) can’t act both as an air-service provider and regulator. The ICAO has suggested splitting it up into two entities in compliance with international standards. 

Under the current system, if I were to make a complaint against, say, poor airport service, I would have to do it at the CAAN, which is also responsible for managing and service-facilitation at airports. So how can we expect the aviation body to act independently? This is also the concern of the ICAO. 

I hope the issues concerning air safety and regulation will soon get sorted, as our National Assembly has passed two bills in an effort to get Nepali airlines off the EU blacklist. Now it is up to the House of Representatives to endorse the bills. Let’s keep our chin up and hope our political leaders will do the right thing this time. 

Let’s also hope that the crisis in Nepal Tourism Board is settled for good. Due to personal problems between our tourism minister and the board’s CEO, the board has become weak.

It is vital that the Tourism Ministry and the board work in harmony in order to support Nepal’s tourism industry.  

If we could only attract tourists from neighboring India and China, Nepal’s tourism would get a much-needed boost. We can get millions of religious tourists from India and China, as Nepal is home to some of the holiest sites for both Hindus and Buddhists. 

With a clear vision and collaboration, it won’t take more than five years for Nepal to hit the road of prosperity. After all, wouldn’t everybody like to visit Nepal at least once in their lifetime?   

Quick Questions:

Having already achieved so much in your life, what is your big dream now?

As I have devoted my whole life to my country, my dream is to see Nepal ranked as among the most desired countries in the world.

What did you learn from your career as a pilot?

Never lose hope.

A quote you live by?

‘Work hard and don’t worry about results’.