Nepal

PBN Implementation Plan

Civil Aviation Authority of Nepal

Babarmahal, Kathmandu

December 2016
 Nepal

PBN Implementation Plan

Civil Aviation Authority of Nepal

Babarmahal, Kathmandu

December 2016
 Nepal PBN Implementation Plan

Amendments
Amendments and Corrigenda to this "PBN Implementation Plan" are issued by
Director General of CAA, Nepal. The space below is provided to keep a record of
such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENT CORRIGENDA

No. DATE DATE ENTERED No. DATE DATE ENTERED

APPLICABLE ENTERED BY APPLICABLE ENTERED BY

Civil Aviation Authority of Nepal

 Nepal PBN Implementation Plan

Table of Contents
Summary 1

1. Background 1

2. Objective 1

3. Aircraft Fleet 2
3.1. International Operation
3.2. Domestic Operation
4. Airspace and Air-route Structure 2
4.1. Airspace
4.2. Airspace Classes
4.3. FIR Sectorization
4.4. TMAs and CTRs
4.5. Route Structures
5. Communication Infrastructure 4

6. Navigation Infrastructure 5
6.1. Conventional NAV Aids
6.2. GNSS
7. Surveillance Infrastructure 6

8. Future Plan 6
8.1. ATS Route Plan
8.2. Communication Plan
8.3. Surveillance Plan
9. PBN Implementation in Nepal 8
9.1. New Development
9.2. Initiation towards implementing PBN
10. PBN Implementation Road Map 8
10.1. Short Term (2010-2012)
10.2. Middle Term (2013-2016)
10.3. Long Term (2017-2025)
11. Description of the Tangible Benefits 12

12. Transitional Considerations 13

13. Safety Assessment and Monitoring Requirements 13

13.1. Safety Assessment
13.2. On-going Monitoring/Post Implementation Review

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NEPAL

PBN IMPLEMENTATION PLAN

Summary
In December 2010, Nepal National PBN Task Force Main Committee for PBN
has reviewed the Nepal PBN Implementation Plan in accordance with the review
report of ICAO APAC Regional Office. This Plan aims to provide aviation
stakeholders with appropriate implementation guidance and timelines to allow
proper preparation for PBN implementations within Kathmandu Flight
Information Region (VNSM). This plan has been produced in line with
Resolution A 36/23 adopted by ICAO Assembly in its 36th Session held in
September 2007 and with the Asia/Pacific Regional PBN implementation Plan
developed by ICAO Asia/Pacific PBN Task Force.

1. BACKGROUND
At the 36th Session of ICAO Assembly, it has been resolved: “All the contracting States
should have a PBN implementation plan in place by 2009 to ensure a globally harmonized
and coordinated transition to PBN by 2016.” The specific requirements are as follows:

Each contracting State should develop an implementation roadmap and implement

RNAV and RNP operations in the en route to terminal areas according to the established
schedule;

Each contracting State should implement the approach procedures with vertical guidance
(Baro-VNAV and/or augmented GNSS) for all instrument runways, either as the primary
approach or as a back-up for precision approaches, by 2016, and meet the intermediate
implementation milestones of 30% by 2010 and 70% by 2014.

By introducing PBN System and GNSS technology, CAAN wants to facilitate more efficient
use of airspace and more flexibility for procedure design which cooperatively result in
improved safety, capability, predictability, operational efficiency, fuel economy, and
environmental effects.

2. OBJECTIVE
• To provide the continuity to the development in the field of air navigation including the
GNSS-based procedures- a step for transitioning to PBN

• To implement the PBN (RNAV/ RNP) activities in a planned, harmonized and

coordinated way and in line with the ICAO PBN guidelines.

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3. AIRCRAFT FLEET
The Air traffic in Nepal has increased tremendously in the last 10 years. International air
traffic continues to record steady growth with more frequent services in many Indian cities
and in the Middle East. The number of international aircraft movement at Tribhuwan
International Airport (TIA), Kathmandu in 2010 was 23 % increase over that of 2009
whereas the aircraft movement compared between 2012 and 2013 indicates the increase was
about 1.3%. In the case of domestic services, the traffic movement in 2010 has increased by
4.9 % as compared to 2009 whereas the movement in 2013 compared to 2012 was decreased
by 2.5% because of introduction of bigger fleet.
3.1 International Operation
Tribhuvan International Airport is being served by 27 international airlines having air-links
with 24 destinations in 14 countries. The aircraft fleet comprises A333, A332, A330, A321,
A320, A319, A310, B777, B772, B757, B739, B738, B737, DH8 and ATR72/42. State
registered airlines in international operations include Nepal Airlines, Buddha Air and
Himalayan Airlines; the later airline has recently started international operations.

3.2 Domestic Operation

In the domestic sector, 23 operators operate 55 fixed wing aircraft, 24 rotor wing aircraft and
5 Aviation Sports aircraft. The aircraft fleet comprises ATR72, ATR42, B1900, J41, D228,
DHC6, Pilatus, Cessna, rotor wing aircraft MI8, MI17, BA46, A320, B06, AL03 and
microlights, paragliders in aviation sports.

4. AIRSPACE AND AIR-ROUTE STRUCTURE

4.1 Airspace
Nepal is a mountainous country with 83% hills and mountains including the highest peak of
the world Mt. Everest. It is rectangular and landlocked by India and China. Due to its
topographical feature, there is limited airspace for the airspace design and air route planning
limiting the efficient use of airspace. There are 48 aerodromes scattered all over country
including one international airport, the Tribhuwan International. Despite this factor, traffic is
increasing day by day both in domestic and international operation. The biggest issue
following the traffic growth is the congestion of airspace. Over 80 % of the total traffic used
Tribhuvan International Airport making it congested both in the air and on the ground. The
congestion has caused delays both in the air and on the ground resulting in heavier ATC
workload and impeding the efficient flight operation.
4.2 Airspace Classes:
Class C Airspace- Within controlled airspace (TMA, CTR, ATZ and Airways)
Class G Airspace- Outside controlled airspace
4.3 FIR Sectorization:
Kathmandu FIR (VNSM) is divided into two sectors- Kathmandu Sector and Nepalgunj
Sector. These sectors are divided by 83°E longitude and has jurisdiction from ground level to
unlimited vertical airspace over the territory of Nepal.
4.4 TMAs, CTRs and ATZs:

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There are 2 TMAs (Kathmandu and Nepalgunj) and 8 CTRs (Nepalgunj, Bhairhawa,
Pokhara, Bharatpur, Simara, Kathmandu, Janakpur and Biratnagar) and 10 ATZs
(Nepalgunj, Surkhet, Bhairhawa, Pokhara, Bharatpur, Simara, Kathmandu, Janakpur,
Biratnagar and Chandragadi) within Kathmandu FIR.

4.5 Route Structure:

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• International ATS Routes

There are following airways to and from Kathmandu FIR:
L626 Kathmandu-NARAN-PALPA-SUKET-MAHEN-ONISA-Pantanagar-SSB-Delhi
(RNP10)
B345: Lhasa-NONIM-TUMLI-KTM-NARAN-BWA-LUMBI-Lucknow
G335: Kathmandu-LNC-LALBA-SEETA-JALES-Patna
R325: Kathmandu-LNC-LALBA-SEETA-JANAK-Kolkata
G348: Kathmandu-KIMTI-TUMLI-MECHI-BBD-Paro
G336: Patna-BIRGA-SMR-Kathmandu
G590: Varanashi-OMUPA-SMR
G598: Lucknow-APIPU-PARSA-SMR
R581/G463: MONDA-IPLAS-GAURA-ROMEO-SMR
Note: Bold letters indicate the route segments within Kathmandu FIR
• Domestic Routes
There are 3 domestic routes in Kathmandu FIR. They are:
W17: Bharatpur (NARAN)-JULET-THARA- Dang (TULSI)
W19: Bhairahawa-HARRE-Dang (TULSI)
W41: Kathmandu-MANKA-Pokhara-Dang (TULSI)-Nepalgunj
Routes (domestic routes and airways both) within Kathmandu FIR are redefined by
waypoints instead of previously defined significant points based on NDBs. They are:
NARAN instead of BHP
TULSI instead of DNG
SEETA instead of JKP
TUMLI instead of TTR
5. COMMUNICATION INFRASTRUCTURE
- VHF- RCAG at Mt. Phulchoki, Nepalgunj Airport and Biratnagar Airport
- Existing VHF Remote Control Air Ground (RCAG) system at Mt. Phulchoki and
Nepalgunj airport provides ACC VHF coverage up to the western boundary of Nepal.
- Newly installed RCAG system at Biratnagar airport will provide ACC VHF coverage up
to the eastern boundary of Nepal. This enhances the VHF coverage throughout Nepalese
FIR.
- Existing AFTN system already has been upgraded to AMHS as per the ICAO
requirements. AFTN/AMHS link with Beijing and Mumbai for data communication and
Lhasa for ATS Direct Speech and data communication for International purpose and for
domestic purpose Biratnagar, Simara, Nepalgunj, Lukla, Bhairahawa, Bharatpur,
Jomosom and Jumla have been connected to Kathmandu through AMHS nodes.
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- Hotline service has been provided in Simara, Biratnagar and Bhairahawa airports for
rapid ground to ground communication.
- HF coverage in whole FIR for ground to ground communication and can be used for air
to ground communication during contingency operation.
6. NAVIGATION INFRASTRUCTURE
NDB, VOR/DME and other ground radio navigation aids are developed in order to
overcome operational restrictions posed by early navigation that relied on pilot's eye. In
Nepal also conventional navigation that fly along the radio signals provided by ground
facilities has contributed for enhancing flights safety and accessibility in far and wide.
However, out of 17 NDBs in different parts of the country, 12 NDBs are already
decommissioned and remaining NDBs have been planned to be withdrawn in another 5
years.

6.1 Conventional NAV Aids:

NAV Aid Location Remarks
DVOR Kathmandu, Biratnagar, Nepalgunj, Bhairahawa and Facilities are being used as En-
Simara route and Landing Aids.
DME Kathmandu, Biratnagar, Nepalgunj, Bhairahawa, Simara With collocated VOR, En-route
and Pokhara and landing aids.
NDB Kathmandu, Biratnagar, Nepalgunj, Janakpur and Homing Aids until the life of the
Bharatpur facilities.
Locator Nalinchowk and Thecho Locator Nalinchowk is being used
as En-route Aid.

6.2 GNSS

• WGS-84 Coordinates

CAA Nepal completed WGS-84 survey of the runway thresholds, critical positions of
runway and Navigation Aids of TIA and all domestic airports in operation in 1999 and
data have been published in the AIP Nepal.

Re-verification of WGS-84 data and survey of other essential points at Kathmandu &
Biratnagar Airports has been carried out in 2010.

• Transition to GNSS

To take early benefit of the satellite based navigation, GNSS based approach procedures
for TIA and 8 major domestic aerodromes were developed in 1999, some of them were
flight validated.

GNSS NPA procedures were reviewed and some GNSS/RNAV departure procedures
were developed based on PANS/OPS in 2005. Some of them were flight validated.

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GNSS based approach and departure procedures were designed at about nine domestic
airports including Tribhuvan International Airport and some of them were flight
validated.

GPS with TSO C129 Standard has been mandated to be on-board the aircraft since 2001
on selected ATS routes within Kathmandu FIR for en-route purposely only.

7. SURVEILLANCE INFRASTRUCTURE
- PSR/SSR was installed and implemented in 1998 and a new MSSR has already been
installed in Kathmandu to be used for terminal operations.
- Installation of new MSSR has almost been completed and in near future, will be
operational for en-route operation.
- Outside radar coverage, surveillance based on Voice Position Reporting

8. FUTURE PLAN
8.1 ATS route plan

- Domestic routes will be upgraded to RNAV-5 routes.

- Existing airways will be redefined with PBN specifications after consultation with
the authorities of adjacent FIRs.
- L626 will be revised to make it more direct within Kathmandu FIR between KTM
and ONISA.
- Possibility will be studied to connect the hub airports and some of the mountainous
airports of the country with RNAV routes where the flight frequency is high.
- New RNAV-5 routes within Kathmnaud FIR for domestic purpose will be developed
as follows:
 Kathmandu – Tumlingtar
 Kathmandu – Chandragadhi
 Kathmandu – Biratnagar
 Kathmandu – Janakapur
 Kathmandu – Simara
 Kathmandu – Bharatpur – Bhairahawa
 Kathmandu – Nepalgunj
 Kathmandu – Surkhet – Dhangadhi
 Kathmandu – Pokhara
 Biratnagar – Tumlingtar
 Pokhara – Bharatpur
 Pokhara – Bhairahawa
 Nepalgunj – Surkhet
 Nepalgunj - Dhangadhi

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- Inside Kathmandu FIR, existing L626 route will be made straight from ONISA to
KTM, being regional navigational route, will be consulted with concerned
stakeholders.
- Himalaya 2 Route (Kathmandu – BBD – Guwahati – Imphal – Kunming): This route
will be pursued to be developed and materialized, and consultation will be done for
the extension of L626 to connect it with Himalayan 2 Route, and if possible, will be
continued up to Kunming.

8.2 Communication Plan

• ATS communication system at TIA will be enhanced by introducing automation

and new communication equipment including consoles.
• AMHS system will be upgraded and extended to some additional domestic airports
and operators.
• Hotline service will be extended to Pokhara, Bharatpur, and Nepalhunj.
• AIDC will be introduced between Kathmandu ACC and ACC’s of adjacent FIRs.

8.3 Surveillance Plan

• Newly installed MSSR at Kathmandu for Terminal and at Bhattedanda for en-route
will be fully implemented for operations.
• Study will be carried out for the possibility and application of ADS-B outside Radar
coverage area as well as backup for existing RADAR system.

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9. PBN IMPLEMENTATION IN NEPAL

9.1 New Development
Due to the global air traffic growth and limitation of ground based navigation system, ICAO
recommended GNSS as Future Navigation System. To cope with the increasing global
traffic demands, ICAO further developed the concept of RNAV and RNP, which is now
called as Performance Based Navigation (PBN). PBN is a broad airspace concept in the
global CNS/ATM system environment.

9.2 Initiation toward implementing PBN

As per the ICAO Assembly Resolutions and APANPIRG Resolution, CAA Nepal has
initiated various works towards PBN since 2009.
CAAN has formed a National PBN Task Force headed by Deputy Director General of
CAAN and members from various disciplines including airline pilots. The National PBN
Taskforce has been mandated to develop PBN implementation plan, continuously review it
as per the guidelines of ICAO Regional PBN Implementation Plan and Global Plan.
PBN Focal Point has been nominated and tasked to coordinate ICAO and various stake-
holders, follow up the PBN Implementations Program, regularly update about the progress to
PBN National Taskforce.
In order to strengthen PBN procedure design and PBN operational approval capabilities,
CAAN has sent its employees to participate in the Procedure Design (including PBN)
Training and PBN Operational Approval Training respectively.
RNP AR APCH and the associated STARS have been successfully implemented in
Kathmandu (VNKT) with the continuous support from Airbus' subsidiary Airbus ProSky,
previous QUOVADIS. RNAV (GNSS) APCH and associated STAR have been
implemented in one of the domestic airports Biratnagar (VNVT) with in-house capability.
CAAN has also planned to introduce RNAV SIDs/STARs and IAPs in some major airports
including restructuring of entire route network primarily focusing on the development of
more direct RNAV routes.
10. PBN IMPLEMENTATION ROAD MAP
CAAN in coordination with AAI has promulgated ATS route L626 (RNP 10) since
November 2009 between Kathmandu and Delhi, and most of the international airlines
departing from Kathmandu towards West and Middle-east destinations are using this route.
CAAN has implemented Required Navigation Performance – Authorization Required (RNP-
AR) procedure for TIA with technical support from COSCAP and QUOVADIS, sister
organization of Airbus Company which came into effect by 28 June 2012.
Eight International Operators are successfully conducting RNP AR APCH at TIA in full-
fledged operations and some more are in pipeline.
Furthermore, CAAN has formulated the PBN Implementation Road Map as short term
(2010–2012), medium term (2013–2016) and long term (2017–2025) plan as shown in the
table below:
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Implementation Road Map

Period En-Route DEP/ARR (Terminal) Approach

Short term • L626 (RNP 10) has been • RNP1 STAR has been • RNP AR APCH for TIA has
implemented for en-route implemented for RNAV been implemented since 28
(2010-2012)
operation. (GNSS) approach at June 2012.
Biratnagar Airport.
• RNP APCH for Biratnagar
• RNP1 STARs has been Airport has been implemented
implemented for RNP AR since 28 June 2012.
APCH at TIA.

Medium term • Existing domestic routes are • RNAV SIDs has been • RNP AR Missed APCH
planned to be redefined as designed for Dhangadi segment at Kathmandu has
(2013-2016)
RNAV 5 where applicable and (domestic airport) which will been modified and will be
new routes will be developed be implemented in the next implemented from 2 February
as necessary. Preliminary route phase. 2017.
design has been developed and
• New and updated RNAV • RNAV (GNSS) APCH has
will be implemented in the
STARs for RNP AR APCH at been designed for Dhangadi
next phase.
Kathmandu has been revised Airport and will be
and will be implemented from implemented in the next phase.
2 February 2017.
• RNAV STARs have been
developed for RNP APCH at
following domestic airports
and will be implemented in the
next phase:
• One at Biratnagar Airport
• Two at Dhangadi Airport
Long term • An extension of L626 will be • RNAV SIDs will be designed • Introduce RNAV APCH at all
proposed from Kathmandu to and implemented at major airports:
(2017-2025)
Kunming via Bagdogra- Kathmandu Airport (VNKT).
Guwahati- Imphal, India in - Chandragadi (VNCG),
• RNAV STARs/SIDs will be - Janakpur (VNJP),
order to materialize the
designed/implemented in all
proposed Himalayan 2 Route - Nepalgunj (VNNG),
other major airports.
and make it bidirectional. - Dhangadi (VNDH)
• RNAV 5 domestic routes will - Chandragadi (VNCG) - Bhairahawa (VNBW)
be implemented replacing the - Janakpur (VNJP) - Pokhara (VNPK) - if
existing routes. Some more - Nepalgunj (VNNG) feasible
routes will be designed and - Dhangadi (VNDH) - Other airports as necessary
implement to connect the - Bhairahawa (VNBW) • Feasibility study for RNP
major domestic airports.
- Pokhara (VNPK) - if Approach with BARO-VNAV
• Selective International ATS feasible will be done and introduced in
routes for regional navigation - Other airports as necessary. selective instrument runways.
i.e., B345, R344, G335, G336,
• Feasibility study will be
R325 and G348 will be
conducted for RNP AR APCH
redefined as RNAV 5 routes in
and if feasible, will be
consultation with the adjacent
implemented at some airports
FIRs.
critically located around
challenging terrain, if needed.

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10.1 Short Term (2010－

－2012)
En-route
• L626 (RNP 10) has been implemented for en-route operation.
Terminal
• RNP1 STAR has been implemented for RNAV (GNSS) approach at Biratnagar Airport.
• RNP1 STARs has been implemented for RNP AR APCH at TIA.
Approach
• RNP AR APCH for TIA has been implemented since 28 June 2012.
• RNP APCH for Biratnagar Airport has been implemented since 28 June 2012.

10.2 Medium Term (2013-2016)

En-route
• Existing domestic routes are planned to be redefined as RNAV 5 where applicable and
new routes will be developed as necessary. Preliminary route design has been developed
and will be implemented in the next phase.
Terminal
• RNAV SIDs has been designed for Dhangadi (domestic airport) which will be
implemented in the next phase.
• New and updated RNAV STARs for RNP AR APCH at Kathmandu has been revised
and will be implemented from 2 February 2017.
• RNAV STARs have been developed for RNP APCH at following domestic airports and
will be implemented in the next phase:
- One at Biratnagar Airport (VNVT)
- Two at Dhangadi Airport (VNDH)
Approach
• RNP AR Missed APCH segment at Kathmandu has been modified and will be
implemented from 2 February 2017.
• RNAV (GNSS) APCH has been designed for Dhangadi Airport and will be implemented
in the next phase.

10.3 Long Term (2017-2025)

PBN operations will be introduced in all phases of flight, including en route, terminal and
approach operation, and the co-existence of conventional operations and PBN operations
will evolve into full PBN operations.
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En-route
• An extension of L626 will be proposed from Kathmandu to Kunming via Bagdogra-
Guwahati- Imphal, India in order to materialize the proposed Himalayan 2 Route and
make it bidirectional.
• RNAV 5 domestic routes will be implemented replacing the existing routes. Some more
routes will be designed and implement to connect the major domestic airports.
• Selective International ATS routes for regional navigation i.e., B345, R344, G335, G336,
R325 and G348 will be redefined as RNAV 5 routes in consultation with the adjacent
FIRs.
• An extension of L626 will be proposed from Kathmandu to Kunming via Bagdogra-
Guwahati- Imphal, India in order to materialize the proposed Himalayan 2 Route and
make it bidirectional.
Terminal
• Priority will also be given to introduce RNAV SIDs in Tribhuvan International Airports
and some other major domestic airports of the country.
• RNAV SIDs will be designed and implemented at Kathmandu Airport (VNKT).
• RNAV STARs/SIDs will be designed/implemented in all other major airports.
- Chandragadi (VNCG)
- Janakpur (VNJP)
- Nepalgunj (VNNG)
- Dhangadi (VNDH)
- Bhairahawa (VNBW)
- Pokhara (VNPK) - if feasible
- Other airports as necessary.
Approach
• Introduce RNAV (GNSS) APCH at all major airports:
- Chandragadi (VNCG),
- Janakpur (VNJP),
- Nepalgunj (VNNG),
- Dhangadi (VNDH)
- Bhairahawa (VNBW)
- Pokhara (VNPK) - if feasible
- Other airports as necessary

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• Feasibility study for RNP Approach with BARO-VNAV will be done and introduced in
selective instrument runways.
• Feasibility study will be conducted for RNP AR APCH and if feasible, will be
implemented at some airports critically located around challenging terrain, if needed.

11. DESCRIPTION OF THE TANGIBLE BENEFITS

The major tangible benefits of implementing PBN in Nepal are:
• With the application of RNAV route (L626), the flight time in between Kathmandu and
Delhi has been reduced by 20 miles for outbound international traffic to Delhi and West.
This has reduced the associated cost of fuel as well as the carbon emissions, and has
reduced the congestions over the Indian Airspace especially in Baranasi Control
Jurisdiction to some extent.
• RNP AR APCH at Tribhuvan International Airport (TIA) will offer more precise and
stabilized approach path thereby providing the improved access to and safer landing at
TIA. The frequency of diversion will be significantly reduced with the application of
lower visibility minima. Because of the above reasons, the operational cost of the airline
will be significantly reduced.
• With the introduction of RNP APCH (RNAV/GNSS) approach at Biratnagar Airport,
which is almost an overlay of current VOR/DME straight-in approach procedure, it will
serve as a back-up in case of NAVAID failure. This approach will also provide the easily
manoeuvrable, safe and predictable flight paths. More benefits will be observed if major
domestic airports will be provided with the RNP APCH procedure as per plan.
• With the implementation of RNAV/RNP SIDs and STARs in Terminal Operations (some
designs have already been developed), flight time as well as the associated cost will be
reduced and will significantly smooth the flow of flight as well as increase the
predictability of flight path.
• With the introduction of RNAV5 routes for domestic operations as per the plan
(preliminary design has already been conceptualized), it will significantly reduce the
need to maintain the sensor-specific routes as well as reduce the need of installation
and/or maintenance cost of en-route navigation aids. With this, the routes will be more
straight, short and economical.
• Implementation of PBN Plan in Nepalese airspace allow the operators to use the RNAV
and/or RNP capabilities that already exist in a significant percentage of the aircraft fleet
flying in Nepalese Airspace- both domestic and international operations;
• With the effective implementation of PBN plan, ATC and pilot workload will be reduced
by utilizing RNAV/RNP procedures and airborne capabilities, and foster the smoother,
expeditious and safer flow of the traffic.

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12. TRANSITIONAL CONSIDERATIONS

• During the coexistence period, conventional navigations systems will be retained to
provide services for the aircraft with no PBN equipage;
• The operators and other airspace users are encouraged to install the avionics that are
necessary for the PBN operations;
• The CAAN will conduct safety assessment and periodic safety inspections and make
contingency plans to ensure continuous operational safety;
• Thorough operation monitoring will be carried out, including the operator qualifications,
aircraft navigation performance, navigation error, etc, and corrective measures will be
formulated;
• Harmonization of conventional procedure and PBN flight procedure shall be considered
in flight procedure design to reduce the risk of procedure conflict while conventional
operations and PBN operations coexist;
• Air traffic control trainings to controllers and safety measures will be in place for
blended operational environment to ensure the required minimum separation;
• The operators shall be informed as early as possible before PBN operations are to be
implemented at the airports or en-route, and the national air carriers will be encouraged
in applying for operational and airworthiness approval to conduct the PBN operations.

13. SAFETY ASSESSMENT & MONITORING REQUIREMENTS

13.1 Safety Assessment
• To ensure that the introduction of PBN applications within Nepal is undertaken in a safe
manner, in accordance with relevant ICAO provisions, implementation shall only take
place following the conduct of a safety assessment that has demonstrated that an
acceptable level of safety will be met.
• This assessment is also essential to demonstrate that levels of risk associated with
specific PBN implementations are acceptable. Additionally, ongoing periodic safety
reviews shall be undertaken where required in order to establish that operations continue
to meet the target levels of safety.
13.2 On-going Monitoring/Post Implementation Review
• To demonstrate that the system is safe, ongoing monitoring of the PBN en-route
implementation would be undertaken through appropriate post implementation review
mechanism.
• Assistance and support from Asia/Pacific Regional Airspace Safety Monitoring Advisory
Group (RASMAG) will be requested wherever required. Necessary support to Regional
Airspace Safety Monitoring Advisory Group (RASMAG) will be extended though
provision of relevant data.

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• In undertaking a safety assessment and ongoing monitoring to enable en-route

implementation of PBN, the following strategy will be adopted on regular basis:
- Establish and maintain a PBN approval database;
- Monitor aircraft horizontal-plane navigation performance and the occurrence of large
navigation errors and report results appropriately to the RASMAG;
- Conduct safety and readiness assessments and report results appropriately to the
RASMAG;
- Monitor operator compliance with State approval requirements after PBN
implementation;
- Initiate necessary remedial actions if PBN requirements are not met.

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