Several top officials at the Japanese embassy in Nepal have asserted that Japan’s official development assistance has made a significant contribution to the improvement of aviation safety in the country.
“Japan’s help for the aviation sector is still underway, and we hope that Japan’s assistance would be utilised for the future enhancement of aviation safety in Nepal,” Yuzo Yoshioka, Deputy Chief of Mission, wrote in an email reports The Himalayan Times, a leading Nepali newspaper.
Following up on the previous piece published on The Himalayan Times — NEC Japan takes Nepali Civil Aviation for a Ride — it was inferred that the Japanese government as a whole was responsible for the problems that were plaguing the air traffic control system that was being administered by the Civil Aviation Authority of Nepal. According to a senior official at Tribhuvan International Airport, “GoJ may have systems in place to ensure that the Japanese taxpayer’s money is best utilised for the purpose for which it is intended, but it did not achieve its purpose in CAAN’s latest Air Traffic Management project execution, which remains at best slapdash based on ground facts,” he said. “Typically, ATC installations have a life cycle of a decade, and any deficiency in planning and execution of the project
Yoshioka, on the other hand, asserted that at the time Japan decided to provide assistance, the Minimum Safe Altitude Warning System had not yet been included in the technical standards of the International Civil Aviation Organization, which defines the international standard for international civil aviation operations, as had been the case previously.
“Even if the International Civil Aviation Organization (ICAO) standardised the features of MSAW in 1999, was it not Japan’s responsibility to extend the feature to the system it assisted in commissioning a year earlier? Furthermore, in the wake of the 1992 twin deadly incidents, which both included planes accidently colliding with terrain (officially known as controlled flight into terrain), the Japanese planners deployed the first TIA radar “An official from the TIA said.
“Japan has been providing continuous support for more than 20 years to improve aviation safety in Nepal as a result of the 1992 crashes of Thai Airways and Pakistan Airlines. This support has included the provision of various equipment to ensure the safety of aviation, such as radar facilities, and the dispatch of aviation experts in collaboration with the Nepalese government.
During the time of the 1992 air crashes, Nepal did not have radar facilities on the ground “Yoshioka added his voice.
The CAAN’s official Aeronautical information publication makes it clear that even the newer ATM system provided under the 2014 Grant does not include the MSAW capabilities required for the safety nets that are necessary to prohibit aircraft from approaching terrain in an unsafe manner. While the contents of the AIP-section Japan’s ENR 1.6 clearly indicate the airspace zones over which the safety features are available, the contents of the AIP-section Nepal’s ENR 1.6 are completely blank.
Clearly, the Nepali airspace users are still unable to access the MSAW at this time.
As a result, even if competent and honest Japanese consultants had been dispatched to Nepal in order to ensure the successful adoption of the newer ATM system, they were unable to accomplish so. Their CAAN counterpart engineers, who may not have simply possessed the knowledge to oversee the completion of a complex ATC system, but who nevertheless naively signed-off on the acceptance documents handed out by the consultants, according to a CAAN official, may also have acted in a similar manner.
Yoshioka asserted that NEC did not build software for a radar data processing system for export to other countries, and as a result, it submitted the system’s specs to a number of foreign manufacturers.
“NEC picked a single company after conducting a thorough examination of all technical and economical considerations. No, it is not a reality that NEC chose the foreign manufacturer in order to cut procurement costs.”
Furthermore, after consulting with a number of different sources at CAAN, THT discovered that the ATM system documentation published by ALES/NEC does, in fact, include ADS-B as a type of sensor with which the system is capable of interfacing.
However, in order for ADS-B targets to be employed alone for controlling purposes in locations outside the radar coverage area, the International Civil Aviation Organization (ICAO) requires significant paperwork overheads from the ATM system vendor – NEC.
Because of NEC’s refusal to cooperate, the ADS-B installations project conducted by CAAN has been stuck in limbo for nearly two years. It is unlikely that the project will be completed at all, and with it, the level of safety in that section of Nepali airspace.
“Regardless of the circumstances of the above-mentioned examples, in general, Japan’s official development assistance (ODA) programmes are launched only after thorough assessments have been conducted to ensure that the assistance is as efficient as possible.
Various criteria are used to guarantee that projects are implemented properly and that misconduct is avoided. They are carried out in accordance with established procedures and with the greatest of care, and they are monitored closely. The “Rules on Measures against Persons Engaged in Fraudulent Practices under Japan’s Official Development Assistance Projects,” which deal with firms and others who have committed wrongdoing in a very stringent manner, are also enacted by Japan “Yoshioka asserted his position.
A single complete review was used to determine the company chosen by NEC. In order to cut procurement costs, the corporation did not chose the international company.