NCAR AIP 2010 Enroute

AIP
AERONAUTICAL INFORMATION PUBLICATION
NEPAL
ENR
PART - 2
EN - ROUTE (ENR)
CIVIL AVIATION AUTHORITY OF NEPAL

AIP
AERONAUTICAL INFORMATION PUBLICATION
NEPAL
FIFTH EDITION
PART - 2
EN - ROUTE (ENR)

AIP ENR 0.6-1
NEPAL 3 June 2010
PART 2 EN-ROUTE (ENR)

ENR 0.
ENR 0.1. PREFACE - Not applicable
ENR 0.2. RECORD OF AIP AMENDMENDS - Not applicable
ENR 0.3. RECORD OF AIP SUPPLIMENTS - Not applicable
ENR 0.4. CHECKLIST OF AIP PAGES - Not applicable
ENR 0.5. LIST OF HAND AMENDMENTS TO THE AIP - Not applicable
ENR 0.6. TABLE OF CONTENTS TO PART 2
ENR 1. GENERAL RULES AND PROCEDURES

ENR 1.1 General Rules ENR 1.1 - 1
ENR 1.1.1 Introduction ENR 1.1 - 1
ENR 1.1.2 General Flight Rules ENR 1.1 - 1
ENR 1.1.3 Assessment of Priorities of Flight ENR 1.1 - 2
ENR 1.1.4 Position Reporting ENR 1.1 - 3
ENR 1.1.5 Flight Operation Within Control Areas. ENR 1.1 - 3
ENR 1.1.6 Separation ENR 1.1 - 6
ENR 1.1.7 Air Traffic Control Clearance ENR 1.1 - 6
ENR 1.1.8 Route and Level Assignment ENR 1.1 - 8
ENR 1.1.9 Change of Levels ENR 1.1 - 8
ENR 1.1.10 Aircraft Joining or Crossing Airways ENR 1.1 - 9
(Controlled Airspace)
ENR 1.1.11 Traffic Information ENR 1.1 - 9
ENR 1.1.12 Essential Traffic Information ENR 1.1 - 10
ENR 1.1.13 Aerodrome/Approach Control Service ENR 1.1 - 10
ENR 1.1.14 Visual Circuit Reporting Procedure ENR 1.1 - 12
ENR 1.1.15 Use of Runway ENR 1.1 - 13
ENR 1.1.16 Closure of Aerodromes ENR 1.1 - 13
ENR 1.1.17 Air traffic advisory service ENR 1.1 - 13
ENR 1.1.18 Flight Information Service ENR 1.1 - 13
ENR 1.1.19 Provision of Aerodrome Flight Information ENR 1.1 - 14
Service (AFIS)
ENR 1.1.20 Flight Operations at Unattended Aerodromes ENR 1.1 - 15
ENR 1.1.21 Mercy and/or Rescue Flights ENR 1.1 - 16
ENR 1.1.22 VVIP flights ENR 1.1 - 17
ENR 1.2 Visual Flight Rules ENR 1.2 - 1
ENR 1.3 Instrument Flight Rules ENR 1.3 - 1
ENR 1.3.1 Rules Applicable to all IFR Flights ENR 1.3 - 1
ENR 1.3.2 Rules applicable to IFR flight within ENR 1.3 - 1
controlled airspace
ENR 1.3.3 Rules applicable to IFR flights outside ENR 1.3 - 2
controlled airspace
5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

ENR 0.6-2 AIP
3 June 2010 NEPAL
ENR 1.4 ATS Airspace Classification ENR 1.4 - 1

ENR 1.4.2 Classification of airspaces ENR 1.4 - 1
ENR 1.5 Holding, Approach and Departure ENR 1.5 - 1
Procedures
ENR 1.5.1 General ENR 1.5 - 1
ENR 1.5.2 Holding Procedures ENR 1.5 - 1
ENR 1.5.3 Low Level Holding Areas (Tribhuvan ENR 1.5 - 2
International Airport)
ENR 1.5.4 High Level Holding Areas (Tribhuvan ENR 1.5 - 2
International Airport)
ENR 1.5.5 Holding Speeds ENR 1.5 - 2
ENR 1.5.6 Standard Instrument Departure (SID) and ENR 1.5 - 2
Standard Instrument Arrival (STAR)
ENR 1.5.7 Arriving flights ENR 1.5 - 2
ENR 1.5.8 Departing Flights ENR 1.5 - 5
ENR 1.5.9 Engine Starting Procedure ENR 1.5 - 5
ENR 1.5.10 Procedures for push back and engine start up ENR 1.5 - 6
at TIA
ENR 1.5.11 Information provided prior to Take off. ENR 1.5 - 6
ENR 1.5.12 Selection of Runway-in-Use for take off ENR 1.5 - 6
ENR 1.5.13 Selection of Turn ENR 1.5 - 7
ENR 1.5.14 Departure Instruction ENR 1.5 - 7
ENR 1.5.15 Take Off ENR 1.5 - 7
ENR 1.5.16 Separation Minima for Take Off ENR 1.5 - 7
ENR 1.5.17 Communication Failure Procedure ENR 1.5 - 8
ENR 1.6 Radar Services and Procedures ENR 1.6 - 1
ENR 1.6.1 Summary of services ENR 1.6 - 1
ENR 1.6.2 Secondary Surveillance Radar. (SSR) ENR 1.6 - 3
ENR 1.6.3 Radar and Communication Failure ENR 1.6 - 5
ENR 1.7 Altimeter Setting Procedures ENR 1.7 - 1
ENR 1.7.2 Basic Altimeter Setting Procedures ENR 1.7 - 1
ENR 1.7.3 Description of Altimeter setting region ENR 1.7 - 2
ENR 1.7.4 Procedures applicable to operators (including ENR 1.7 - 2
pilots)
ENR 1.7.5 The cruising levels to be observed when so ENR 1.7 - 3
required are as follows,
ENR 1.8 Regional Supplementary Procedures (DOC ENR 1.8 - 1
7030)
ENR 1.9 Air Traffic Flow Management (ATFM) ENR 1.9 - 1
ENR 1.10 Flight Planning ENR 1.10 - 1
ENR 1.10.1 Procedures For The Submission Of A Flight ENR 1.10 - 1
Plan
ENR 1.10.2 Repetitive Flight Plan System ENR 1.10 - 2
CIVIL AVIATION AUTHORITY OF NEPAL 5th EDITION

AIP ENR 0.6-3
NEPAL 3 June 2010
ENR 1.11 Addressing of Flight Plan Messages ENR 1.11 - 1

ENR 1.12 Interception of Civil Aircraft ENR 1.12 - 1
ENR 1.13 Unlawful Interference ENR 1.13 - 1
ENR 1.13.1 General ENR 1.13 - 1
ENR 1.13.2 Procedures ENR 1.13 - 1
ENR 1.14 Air Traffic Incidents ENR 1.14 - 1
ENR 1.14.1 Definition of Air Traffic Incidents ENR 1.14 - 1
ENR 1.14.2 Use Of The Air Traffic Incident Report Form ENR 1.14 - 2
ENR 1.14.3 Reporting procedures (including in-flight ENR 1.14 - 2
procedures)
ENR 1.14.4 Purpose of reporting and handling of the form ENR 1.14 - 3
ENR 2. AIR TRAFFIC SERVICES AIRSPACE

ENR 2.1 FIR, TMA, CTR ENR 2.1 - 1
ENR 2.1 FIR, UIR, TMA ENR 2.1 - 2
ENR 2.2 Other Regulated Airspace ENR 2.2 - 1
ENR 3. ATS ROUTES

ENR 3.1 ATS Routes ENR 3.1 - 1
ENR 3.2 Upper ATS Routes ENR 3.2 - 1
ENR 3.3 Area Navigation (RNAV) Routes ENR 3.3 - 1
ENR 3.4 Helicopter Routes ENR 3.4 - 1
ENR 3.5 Other Routes ENR 3.5 - 1
ENR 3.6 En-route Holding ENR 3.6 - 1
ENR 4. RADIO NAVIGATION AIDS/ SYSTEM

ENR 4.1 Radio Navigation Aids En-route ENR 4.1 - 1
ENR 4.2 Special Navigation System ENR 4.2 - 1
ENR 4.3 Global Navigation Satellite System (GNSS) ENR 4.3 - 1
ENR 4.4 Name Code Designators For Significant ENR 4.4 - 1
Points
ENR 4.5 Aeronautical Ground Lights En-route ENR 4.5 - 1
ENR 5. NAVIGATION WARNINGS

ENR 5.1 Prohibited, Restricted and Danger Areas ENR 5.1 - 1
ENR 5.2 Military Exercise and Training Areas ENR 5.2 - 1

ENR 5.3 Other Activities of a Dangerous Nature ENR 5.3 - 1
ENR 5.4 Air Navigatton Obstacles En-route ENR 5.4 - 1

ENR 5.5 Aerial Sporting and Recreational Activities ENR 5.5 - 1
ENR 5.6 Bird Activities ENR 5.6 - 1

ENR 5.6.1 Bird Concentration on or in the Vicinity of ENR 5.6 - 2
Airports

ENR 0.6-4 AIP
3 June 2010 NEPAL
ENR 6. EN-ROUTE CHARTS

ENR 6.1 En-route Chart ENR 6. - 1
ENR 6.2 Air Traffic Services Airspace - Index Chart ENR 6. - 2
ENR 6.3 Radio Facility Index Chart ENR 6. - 3
ENR 7. RVSM POLICY AND PROCEDURES IN KATHMANDU FIR ENR 7.1 - 1

AIP ENR 1.1-1
NEPAL 3 June 2010
ENR 1. GENERAL RULES AND PROCEDURES
ENR 1.1 GENERAL RULES
1. Introduction
1.1. The air traffic rules and procedures applicable to air traffic in Nepalese territory
conform to Annex 2 and Annex 11 to the convention on International Civil Aviation and to
those portions of the Procedures for Air Navigation Services - Air Traffic Management (Doc.
4444) applicable to aircraft and of the Regional Supplementary Procedures applicable to the
Asia Pacific Region except for the differences listed in GEN 1.7
1.2. All aircraft operating within Kathmandu FIR shall abide by Civil Aviation
Laws/Regulations (Civil Aviation Act, Civil Aviation Authority Act, Civil Aviation
Regulations and civil aviation requirements) of Nepal and the general flight rules governing
the air traffic management in Nepal.
1.3. All aircraft shall be subject to approval in accordance with the relevant
provision of Nepal for entry into or exit from Kathmandu FIR.
1.4. The Civil Aviation Authority of Nepal has the right to take necessary action
against any aircraft if it flies into or out of the territorial airspace of Nepal without
authorization and order it to land at a designated aerodrome.
2. General Flight Rules
2.1. Aircraft in flight shall comply with the instrument flight rules (IFR) or the
Visual Flight Rules (VFR). Any aircraft operating between the hours of evening civil twilight
and morning civil twilight shall comply with IFR requirements. Aircraft operating in controlled
airspace shall comply with any instruction, clearance or advice issued by ATC, or shall
immediately advise ATC if unable to comply.
2.2. Flight shall be categorized IFR or VFR for the purpose of
a) Indicating flight notification requirement;

b) Specifying separation responsibilities in controlled airspace; and
c) Indicating traffic information requirement within controlled airspace and outside
controlled airspace.
2.3. Special VFR flight

A Special VFR flight is a VFR flight cleared by air traffic controller to operate within a control
zone in meteorological conditions below VMC. Following conditions are applied to operate
Special VFR flights,
a) By day when VMC does not exist, at the request of the pilot,
b) When traffic condition permits.
c) The special VFR Flight will not conflict with or delay any IFR flight.

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3 June 2010 NEPAL
d) Ground visibility is not less than:
i) 1000m for rotary wing aircraft;

ii) 2500m for fixed wing aircraft in Kathmandu, Pokhara, Bharatpur and Simara
airports;
iii) 2000m for fixed wing aircraft in Biratnagar, Janakpur, Nepalgunj, and
Bhairahawa airports.
e) Pilot shall not enter into cloud while operating SPECIAL VFR flight.
2.3.1. SPECIAL VFR flight shall not be authorized if there is any doubt to the ATC
that an aircraft may not be able to fly clear of clouds and insight of ground or water.
2.3.2. Separation shall be provided between SPECIAL VFR flights and between all
IFR flights and SVFR flight.
2.4. Sector Visibility
a) Because of the prescribed ground visibility of 5 km, most of the VFR flights are
likely to be delayed or cancelled due fog in winter season. To minimize this
situation the concept of sector visibility has been introduced.
b) The term SECTOR VISIBILITY is understood by a controller on duty, to be the
slant visibility within the limits of the airspace above the ground encompassing the
climb-out/approach path of an aircraft.
c) Aircraft shall be cleared for take off or to land if the duty controller feels that the
climb out/approach path along the relevant sector is clear although the prevailing
visibility is less than 5 km.
d) Determination of sector visibility will be based primarily on remark section of
METAR if available or personnel observation of the duty controller.
2.5. When any meteorological condition at a controlled aerodrome is observed to be

less than the minima prescribed for the particular operation, an IFR flight shall not be cleared
for take-off or to descend below the lowest holding altitude prescribed or shall not be cleared
to land even after final approach has been commenced.
3. Assessment of Priorities of Flight
3.1. ATC will regulate operations, provided the safety is in no way jeopardized by
applying priorities in the following order;
a) an aircraft in emergency, including being subjected to unlawful interference shall be

given priority in all circumstances.
b) an aircraft which has suffered radio communications failure shall be granted
priority for landing.
c) an aircraft which has declared a Mercy flight.
d) an aircraft which is participating in search and rescue operation.
e) an aircraft classified as a VVIP flight.
f) a landing aircraft will have priority over a departing aircraft if the later cannot take
off with prescribed separation standards.
g) an aircraft landing or taking off will be given priority over taxiing aircraft;

AIP ENR 1.1-3
NEPAL 3 June 2010
h) an aircraft able to use the landing area or desired airspace, at first in the normal
course of its operation will be given priority except significant economic benefit
would result for other aircraft by deferring this priority;
3.2. Training flight will be given the same priority as other flight except that;
a) flights operation in the normal traffic pattern will be given priority over flights
desiring to operate in confliction patterns for training purposes;
b) when a training instrument approach is approved, priority will be given to that
aircraft from the time it commences its final approach.
3.3. Notwithstanding Para 3.1 (h) during periods when all requirements for
operation in a control zone or control area cannot be accommodated, priority will be given in
the following order;
a) regular public transport, military and charter aircraft;

b) aircraft engaged in aerial work;
c) private fixed wing aircraft;
d) private rotor wing aircraft.
4. Position Reporting
a) On routes defined by designated significant points, position reports shall be made

when over, or as soon as possible after passing each designated compulsory
reporting point.
b) On routes not defined by designated significant points, position reports shall be
made 30 minutes apart over some prominent geographical location or radio aid.
c) Position reports nominating "ABEAM" a location must also include direction and
distance abeam the locations. eg.10 miles south abeam Lamidanda
4.1. Contents of position reports

The position report shall contain the following elements of information:
a) Aircraft identification;
b) Position;
c) Time;
d) Flight Level or Altitude;
e) Next position and time over; and
f) Ensuing significant point.
Note. For VFR flights distance, flight level or altitude and the direction of flight
concerned shall be included in position reports.
5. Flight Operation within Control Areas.
5.1. General
a) All aircraft flying within Kathmandu FIR are required to operate along the
approved routes and at the designated airports.

ENR 1.1-4 AIP
3 June 2010 NEPAL
b) All aircraft shall establish contact with the relevant ATS unit on assigned radio
frequencies.
c) Area of responsibility for the control of flights on control areas and airways and the
units providing this service are shown in subsection ENR (2.1)
5.2. Communications and Navigation Requirements
5.2.1. Navigation Equipment

5.2.1.1. Expect when navigation for flights under the visual flight rules is
accomplished by visual reference to landmarks, an aeroplane shall be provided with navigation
equipment which will enable it to proceed:
a) in accordance with its operational flight plan;

b) in accordance with prescribed RNAV/RNP (PNB) types; or Technical Standard
Order (TSO) C129 approved Global Positioning System (GPS) Equipment or an
Inertial Reference System (IRS or INS);
c) in accordance with the requirements of air traffic services (e.g VOR/DME, NDB);
Note. Information on PBN and guidance concerning the associated procedures

is contained in the Performance Based Navigation (PBN) manual. (Doc 9613).
5.2.1.2. For flights in defined portions of airspace where, based on Regional Air
Navigation Agreement, minimum navigation performance specifications (MNPS) are
prescribed, an aeroplane shall be provided with navigation equipment which:
a) continuously provides indications to the flight crew of adherence to or departure

from track to the required degree of accuracy at any point along that track; and,
b) has been authorized by the Director General of CAAN for MNPS operations
concerned.
Note. The prescribed minimum navigation performance specifications and

the procedures governing their application are published in the Regional
Supplementary Procedures (Doc 7030).
5.2.1.3. For flights in defined portions of airspace where, based on Regional Air
Navigation Agreement, a reduced vertical separation minimum (RVSM) of 300 m (1000ft) is
applied between FL 290 and FL 410 inclusive an aeroplane shall be provided with equipment
which is capable of,
a) indicating to the flight crew the flight level being flown;

b) automatically maintaining a selected flight level;
c) providing an alert to the flight crew when a deviation occurs from the selected flight
level. The threshold for the alert shall not exceed 90m (300ft); an
d) automatically reporting pressure-altitude; and
e) shall be authorized by the State of the Operator for operation in the airspace
concerned.
Note.details of RVSM Policy & Procedure in Kathmandu FIR are prescribed

in ENR7.

AIP ENR 1.1-5
NEPAL 3 June 2010
5.2.1.3.1 For fights under Instrument Flight Rules, at least the following
equipment shall be required;
a) Two VOR receivers

b) DME receiver
c) Automatic Direction Finder (ADF)
d) Radio Magnetic Indicator (RMI)
e) Horizontal Situation Indicator (HIS) or Omni Bearing selector (OBS).
5.2.1.4. The aeroplane shall be sufficiently provide with navigation equipment to

ensure that, in the event of the failure of one item of equipment at any stage of the flight, the
remaining equipment will enable the aeroplane to navigate in accordance with 5.2.1.1 and
where applicable 5.2.1.2 and 5.2.1.3
5.2.1.5. On flights in which it is intended to land in instrument meteorological
conditions, an aeroplane shall be provide with radio equipment capable of receiving signals
providing guidance to a point from which a visual landing can be effected. This equipment
shall be capable of providing such guidance at each aerodrome at which it is intended to land
in instrument meteorological conditions and at any designated alternate aerodromes.
5.2.2. Aeroplane Communication Equipment

5.2.2.1. An aeroplane shall be provided with radio communicate equipment capable
of :
a) conducting two-way communication for ATS purposes;

b) receiving meteorological information at any time during flight; and
c) conducting two-way communication at any time during flight with at least one
aeronautical station and with such other aeronautical stations and on such
frequencies as may be prescribed by the appropriate authority.
Note. The above requirements are considered fulfilled if the ability to

conduct the communications specified therein is established during radio propagation
conditions which are normal for the route
d) communicating on the aeronautical emergency frequency 121.5 MHz.
5.2.2.2. Installation of H.F. communication is mandatory for Helicopter and STOL

operation aircraft and recommended to install for the aircraft operating only on normal field
(Non STOL).
5.2.2.3. For Flight in defined portions of airspace or on routes where an RCP type
has been prescribed, an aeroplane shall in addition to the requirements specified in 5.2.2.1:
a) be provided with communication equipment which will enable it to operate in

accordance with the prescribed RCP type(s), and
b) be authorized by the state of the operator for portions in such airspace.
5.2.2.4. The pilot in command shall maintain a continuous listening watch on the
appropriate air ground frequency.

ENR 1.1-6 AIP
3 June 2010 NEPAL
6. Separation
6.1. Separation standards is based on,
a) Standard vertical & horizontal separation minima as prescribed in Doc 4444.

b) Estimated and actual time over reporting points and
c) Reports of visual sighting of the prominent geographical location.
6.2. To preserve standard vertical separation from uncontrolled traffic all aircraft
operating in the controlled airspaces,
a) shall be flown 1000 ft above the lower limits. Similarly an encroachment on the
horizontal limits of those airspace should be avoided.
b) shall arrange descend rates on approach and climb rates on departure to operate as
(a) above.
6.3. Wake turbulence separation minima for takeoff and landing:-

The relevant wake turbulence separation minima contained in ICAO PANS-ATM Doc 4444 is
applied.
7. Air Traffic Control Clearance
7.1. An air traffic control clearance is an authorization for an aircraft to proceed

under conditions specified by ATC within controlled airspaces. If for any reason an air traffic
control clearance is not acceptable to the pilot in command, he/she may request an alternative
clearance.
a) The pilot in command, in other than an emergency, shall obtain an air traffic control
clearance prior to operate in a controlled airspace. In an emergency, a pilot in
command may act without a clearance and immediately advise ATC.
b) The clearance and its amendments during the progress of the flight will apply only
to the first point at which the flight leaves controlled airspaces or if completely in
controlled airspace, to the first landing place, another clearance must be obtained
for any subsequent parts of the flight in controlled airspace.
c) An air traffic control clearance does not relieve the pilot in command for complying
with any statutory requirements nor from the responsibility for the ultimate safety
of aircraft.
7.2. An air traffic control clearance will contain the following items:
a) Aircraft Identification;
b) Clearance limit and route instruction;
c) Level assignment;
d) Departure instruction when necessary;
e) Approach instruction when necessary;
f) Clearance expiry time when necessary; and
g) Any special instructions and information.
7.2.1. Read-back of clearances and safety-related information

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NEPAL 3 June 2010
7.2.1.1. The flight crew shall read back to the air traffic controller safety-related
parts of ATC clearances and instructions which are transmitted by voice. The following items
shall always be read back:
a) ATC route clearances;

b) Clearances and instructions to enter, land on, take off from, hold short of, cross and
backtrack on any runway; and
c) Runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed
instructions and, whether issued by the controller or contained in ATIS broadcasts,
transition levels.
d) Other clearances or instructions, including conditional clearances, shall be read back or
acknowledged in a manner to clearly indicate that they have been understood and will
be complied with.
7.3. Amended Clearance

This requirement recognises the need for a check in certain items of a clearance when a route
or flight level is changed. Attention will be drawn to the change by prefixing the amended item
with the word "AMENDED" e.g.; "Amended route, amended level" etc. If the clearance
contains any item which differs from the flight plan and the item is not prefixed "AMENDED"
the pilot shall request a verification of that item.
7.4. An air traffic control clearance may be issued direct to an aircraft by an ACC or
through the aerodrome control unit or an air/ground HF/RTF communications unit.
7.5. Phrases used in air traffic control clearances will have the following meanings:
a) "Clearance expires at _ _ _ _ (time)". If the aircraft is not airborne by the time stated, a
fresh clearance shall be obtained.
b) "Depart not before _ _ _ (time)". An aircraft will not be cleared for departure until the
time specified.
c) "Unable to approve _ _ _ _ (flight planned level)". When ATC is unable to approve the
flight planned level an alternative level will be offered whenever possible, to avoid or
reduce delay.
7.6. The Pilot in command having acknowledged an air traffic control clearance
shall not deviate from the provisions of the clearance unless an amended clearance has been
obtained.
7.7. A flight shall normally be cleared to the aerodrome of first intended landing and
the point of leaving controlled airspace or in the case of flight where prior co-ordination with
an adjacent unit cannot be established, the FIR boundary.
7.8. An aircraft which has been cleared to an intermediate point enroute to await
further ATC clearance will whenever possible, be issued the required ATC clearance at least 5
minutes before the aircraft arrives at the clearance limit, unless the pilot is instructed to hold
over the intermediate holding point until a specified time.
7.9. In the event of an aircraft arriving at the clearance limit without having received
the further clearance, the pilot in command shall immediately request the further clearance and
hold in accordance with the standard holding pattern, maintaining the last assigned cruising
level until further clearance is received. Where no direct co-ordination facilities between the

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3 June 2010 NEPAL
adjacent area control centres exist, pilots on such routes must endeavor, when airborne, to
contact the area control centre of the next FIR which the aircraft is entering and obtain
clearance to enter its control area before reaching the transfer point of the two ACCS.
7.10. When a flight operates successively in a control area and subsequently along the
uncontrolled route or area, the clearance issued for the flight or any revisions thereto will only
apply to those portions of the flight conducted within controlled airspaces.
8. Route and Level Assignment
a) The Pilot-in-command shall fly in accordance with the route specified by ATC.
Deviation from the specified route may be permitted by ATC, if traffic conditions
permit
b) Throughout Kathmandu FIR, semi-circular cruising levels prescribed in table I, of ENR
I .7-4 Para 5.1 shall be used at and above FL 150. The quadrantal cruising levels
prescribed in Table II shall be used at and below 13500 ft. A layer between FL 150 and
13500 ft shall be kept vacant to allow for buffer airspace. Cruising levels below the
minimum specified in sub-section ENR 3.1 shall not be assigned.
9. Change of Levels
a) When a pilot-in-command encounters any condition which prevents him/her from

complying with the requirement of Para 1.4.4, shall notify the concerned ATS unit the
non-standard level/altitude of flying and any subsequent changes to be made along with
present position.
b) As soon as flight is resumed at normal level/altitude, Pilot-in-command shall inform the
concerned ATS unit accordingly and climb or descend to a standard level.
c) An IFR flight at non standard level/altitude shall either give way to other aircraft
complying with semi-circular/quadrantal level or shall comply itself at a standard
level/altitude prescribed until the other aircraft is passed and clear.
d) Pilot-in-command, on receipt of advice that they are subject to a "Step Climb" shall
adopt the following procedure;
i. The lower level aircraft shall report approaching each assigned level in
sequence.
ii. The higher level aircraft on hearing the lower aircraft report approaching each
assigned level shall report its last vacated level.
Note. In case of step descent the procedures will be reversed
a) An aircraft cleared to make VISUAL APPROACH shall not be assigned any further
level, since it has been cleared for unrestricted descent.
b) An aircraft shall be assigned, the level previously occupied by another aircraft after the
later reported at another level separated by the required minimum. However the level
previously occupied by another aircraft may be assigned after the later reported
vacating it, provided the rate of climb/descent of both aircraft is the same.
c) In controlled airspace, a pilot-in-command shall commence a change of level as soon as
possible but not later than 1 minute after receiving instruction form ATC, unless that
instruction specifies a later time or place.
d) Outside controlled airspace, the pilot-in-command shall report his intention prior to
making any change of level. The notification of intention to change level should be

AIP ENR 1.1-9
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made sufficiently in advance to enable the concerned unit to re-assess the traffic
situation and advice of any confliction. In the event of non contact with the concerned
unit, the pilot-in-command should broadcast his intention to change level.
10. Aircraft Joining or Crossing Airways (Controlled Airspace)
10.1. All aircraft shall obtain an air traffic control clearance before operating in
controlled airspace or joining or crossing airways. Such clearance should be requested at least
5 minutes for domestic flight and 10 minutes for international before reaching the proposed
point of entry to controlled airspace.
10.2. An aircraft in flight requesting or intending to enter controlled airspace or to

join/cross an airway shall include the following information as appropriate:
a) Aircraft Identification;
b) Aircraft Type;
c) Position;
d) Level and Flight Conditions;
e) Estimated time at point of joining;
f) Desired Level;
g) Route and point of first intended landing;
h) The word "Request joining/entering clearance";
10.3. The selected crossing or joining point should, where possible, be associated
with a radio facility to assist accurate navigation.
11. Traffic Information

The traffic information will comprise of the following factors as required.
a) Aircraft identification;
b) Aircraft type;
c) The route and ETA of aircraft at next position;
d) The last position report received from the aircraft;
e) Intention of the pilot-in-command;
f) The aircraft take off direction, initial departure track and intended cruising altitude or
flight level.
g) The direction of intended landing
Traffic information will be provided by appropriate ATS unit as follows:
a) To a pilot-in-command having responsibility for separation to enable him to determine

visually the position of another aircraft and take action to avoid collision.
b) When, through emergency or other cause, aircraft are operating with less then the
prescribed separation minima.
c) When aircraft will be leaving controlled airspace and entering uncontrolled airspace
and it is known that other aircraft is operating in proximity to the boundary and the
intended path of the aircraft.
d) When requested by the pilot-in-command of an aircraft

ENR 1.1-10 AIP
3 June 2010 NEPAL
Note. As traffic information may be based on data of doubtful accuracy and

completeness and as it may be subject to communication delay, this does not relieve the
pilot-in-command of an aircraft of his responsibilities of avoiding collision hazards.
12. Essential Traffic Information
12.1. Essential traffic is that controlled traffic to which the provision of separation by
ATC is applicable but, which in relation to a particular controlled traffic, does not have the
required minimum separation.
12.2. Essential traffic information shall be issued to controlled flights concerned

whenever they constitute essential traffic to each other.
Note. This information will inevitably relate to controlled flights which are cleared
subject to maintaining own separation and remaining in VMC.
12.3. Traffic information to all radio equipped aircraft operating within Kathmandu
FIR will be provided when possible if conflict exists with any other known aircraft in the
following situations or on request:
a) The planned tracks of two aircraft with less than 1000 ft vertical separation will cross.
b) Opposite and same direction aircraft overtaking or passing on the same or reciprocal
planned track with less than 1000 ft. vertical separation.
c) Climbing or descending aircraft passing through the level of other aircraft.
d) More than one aircraft arriving at, departing from or circling the aerodrome.
12.4. Essential traffic information shall include:
a) Direction of flight of the aircraft concerned;

b) Type of aircraft concerned;
c) Levels of aircraft concerned, estimated time of passing or if this is not available, the
estimated time of arrival for the reporting point, nearest to where the level will be
crossed.
13. Aerodrome/Approach Control Service
13.1. Aerodrome/Approach control service shall be provided by aerodrome control

tower except TIA where approach control service is provided by Kathmandu
Approach/Kathmandu Radar. The above units issue required ATC clearances, instructions and
information to aircraft to ensure safe, orderly and expedition flow of air traffic.
13.2. When making the first contact with Approach/Aerodrome Control Tower, the
pilot shall report position, level and flight conditions.
13.3. CTR dimensions and controlling authorities are specified in section ENR 3.
13.4. General procedures
13.4.1. Holding, Instrument Approach, Arrival and Departure Procedures are specified
in subsection ENR 1.5

AIP ENR 1.1-11
NEPAL 3 June 2010
13.4.2. Radio communication shall be established with the Approach/Aerodrome

Control Unit.
a) Prior to any movement of the aircraft into the maneuvering area.

b) When intending to operate in a CTR and TMA
13.4.3. A pilot-in-command under IFR or VFR intending to enter, cross or operate

within a CTR or ATZ shall request a clearance from the Aerodrome Control in the appropriate
radio frequency. PIC shall:
a) Pass the aircraft's position, level, track and the estimated time of crossing the zone
boundary.
b) Maintain a continuous listening watch on that frequency while the aircraft is within the
zone.
c) Navigate in accordance with the flight plan and ATC clearance.
d) Carry out any instructions received from Aerodrome Control.
13.4.4. All flights within a CTR, in IMC or at night shall be conducted in accordance
with IFR or special authorization by ATC. However, during day in order to expedite traffic,
ATC may clear an aircraft for a visual approach if weather conditions permit.
13.5. Instructions to Departing Aircraft
13.5.1. ATC may specify any or all of the following items when issuing clearance to
departing aircraft:
a) Turn after take-off;

b) Track to make good before turning on desired route;
c) Initial level to maintain;
d) Time, point and/or rate at which level change shall be made.
13.5.2. ATC may instruct a departing aircraft to leave a reporting point at a specified
time or to be at specified level, at a specified point or time. The pilot-in-command shall notify
ATC if these instructions cannot be complied with.
13.6. Instructions to Arriving Aircraft
13.6.1. ATC clearance or control instructions for approach to an aerodrome or holding

point will be issued to an arriving aircraft on initial contact with the appropriate ATC unit.
13.6.2. The clearance will specify the clearance limit, route and level to be flown. An
expected approach time will be included, if it is anticipated that the arriving aircraft will be
required to hold.
13.7. Weather Information
13.7.1. Weather information will be passed to inbound aircraft on request. However,

pilots should tune on Frequency 127.0 MHZ for ATIS broadcast.

ENR 1.1-12 AIP
3 June 2010 NEPAL
13.7.2. The term CAVOK will be used in place of visibility, weather and cloud when
the following conditions apply simultaneously:
a) Visibility 10 km or more;
b) No weather of significance to aviation as mentioned in Annex-3, 4.4.2.3 & 4.4.2.5
c) No precipitations or thunderstorms;
d) No cloud of operational significance
13.7.3. Deterioration and improvement weather reports and significant weather

information, e.g. severe turbulence, thunderstorms, icing conditions etc. will be passed to all
aircraft concerned.
14. Visual Circuit Reporting Procedure
14.1. The pilot -in-command shall report position in accordance with the following
diagram
a) Downwind
Aircraft shall report "Downwind" abeam the upwind end of the runway.
b) Base Leg
Aircraft shall report "base Leg on completion of the turn on to base leg.
c) Final
Aircraft shall report "Final" after completion of the turn on to final approach,
but not more than 4
NM from the approach end of the runway
d) Long Final
Aircraft flying a straight-in approach shall report "Long Final" 8 NM from the
approach end of the runway, and "Final" when at 4 NM.

AIP ENR 1.1-13
NEPAL 3 June 2010
NOTE. At grass aerodrome, the area to be used for landing is regarded as the runway
for the purpose of reporting position in the circuit.
15. Use of Runway
15.1. Aerodrome Controller will nominate the runway direction according to

prevailing wind condition.
15.2. Notwithstanding the runway direction nominated by ATC, the

pilot-in-command shall ensure that there is sufficient length of runway and that the crosswind
or downwind component is within the operational limits of each particular operation. If the
nominated runway direction is not suitable for these reasons or for any other safety reason, he
may request for an alternative runway direction. ATC will grant the use of an alternative
runway direction but the flight may be subject to some delay because of other traffic.
15.3. The decision to undertake a take-off or landing rests solely with the
pilot-in-command.
15.4. Unless prior permission has been obtained from ATC, the pilot-in-command
shall not hold on the runway in use.
15.5. Only one aircraft will be cleared to land on the runway in use at any one time.
15.6. In VMC, an aircraft may be cleared to continue approach to a runway occupied

by a preceding aircraft but clearance to land will not be given until the runway is vacated.
16. Closure of Aerodromes
16.1. Aerodromes may be closed to particular aircraft or to all aircraft for landing,
take-off or all operations, when:
a) Weather or aerodrome surface conditions are unsuitable;

b) Facilities essential to safe operation are not available;
c) In the opinion of ATC the aerodrome is unsafe for operation; or
d) At such other times and in conditions specified by NOTAM.
Note. In an emergency, an aircraft will be permitted to land regardless of the weather

condition of the aerodrome and aerodrome facilities, but the pilot will be advised of these
conditions.
17. Air traffic advisory service

Air traffic advisory service is not provided to aircraft operating within the VNSM.
18. Flight Information Service
18.1. Flight information service is provided to all flights operating within Kathmandu
FIR (VNSM).

ENR 1.1-14 AIP
3 June 2010 NEPAL
18.2. Information normally made available are:
a) Meteorological Conditions;
b) Aerodromes and air routes;
c) Communication facilities;
d) ATC facilities;
e) Navigation aids;
f) Controlled & restricted airspaces;
g) Hazards to air navigation;
h) Regulation concerning entry, transit and departure for international flights.
18.3. Flight Information Service within controlled airspace shall be provided by

ACC/ Approach control center/ Aerodrome control tower within their jurisdiction.
18.4. All aircraft operating outside controlled airspace shall maintain the listening
watch on the appropriate frequency used by the unit providing flight information service and
pass the position report.
19. Provision of Aerodrome Flight Information Service (AFIS)
19.1. The unit established for providing aerodrome flight information service is called
INFORMATION in radio telephony. Essential information shall be provided at such
aerodromes and pilots are required to decide themselves the actions to be taken and maintain
their own separation.
19.2. Essential information includes:
a) Traffic information;
b) Current weather information;
c) Essential Aerodrome Information;
d) Any other pertinent information useful for the safe conduct of flight.
19.3. At aerodromes where aerodrome flight information service is provided, known

information required for take-off and landing purposes such as wind velocity, cloud base,
visibility, known hazards, state of landing or take-off area, correct time etc. will be passed to
the pilot-in-command.
Aerodromes, providing AFIS will also be responsible for providing Alerting Service.
19.4. Pre-flight and In-flight Information

A pilot-in-command shall obtain a pre-flight briefing before departing from any aerodrome at
which AFIS is provided. PIC shall request essential information in flight if unable to obtain a
pre-flight briefing.
19.5. Departure
Pilot shall report when ready to taxi. The AFIS unit concerned shall provide known
information and traffic information. Pilots shall nominate the RWY in use and after departure
report, flight level or altitude climbing to, estimates and destination. Upon receiving these
information, the pilot will be advised to change over to appropriate frequency.

AIP ENR 1.1-15
NEPAL 3 June 2010
19.6. Arrival
Pilot shall report departure point, position, altitude and ETA on first contact. AFIS unit shall
provide traffic information, weather condition and significant field condition. Pilot shall report
his positions such as circuit area, overhead, aerodrome in sight etc. and choose landing
direction and report his intentions.
19.7. AFIS personal on duty may declare runway closure in the following cases,
a) runway condition is not suitable for the aircraft operation due to rain, mud,
snow, and or slush or
b) when the ground visibility is less than 5000 m for the fixed wing aircraft and
1500 m for rotorcraft.
c) when tail wind exceeds 10 kts at STOL aerodromes.
20. Flight Operations at Unattended Aerodromes
20.1. An aircraft approaching an unattended aerodrome for the purpose of landing;
a) Should join the traffic circuit for the landing direction in use in the up-wind,
cross-wind or down-wind leg.
b) May execute a right turn to enter the left down wind leg or
c) Where terrain dictates that a right circuit must be used, may execute a left turn to
enter the down-wind leg.
20.2. Left hand circuits shall be made except at those aerodromes where, because of
terrain, a right hand circuit or a straight in landing is compulsory.
20.3. When an aircraft is holding over an aerodrome where weather conditions are
less than the prescribed landing minima, Kathmandu Radio will nominate a scheduled
reporting time. This will normally be not exceeding 15 minutes of interval.
20.4. Before departing from an unattended aerodrome or helipad within Kathmandu

FIR, all aircraft shall report on appropriate HF frequency for taxi, specifying its destination and
the Runway to be used. After departure, pilot shall report departure time, out-bound track,
intended cruising altitude or flight level and next landing point or intention.
20.5. When arriving at an unattended aerodrome within Kathmandu FIR, all aircraft
are required to report its arrival specifying at least the place and time of arrival to Kathmandu
Radio, when:
d) Commencing descent; and

e) Joining Circuit area.
Note. In the event of no contact with the appropriate A TS unit, pilots should
broadcast the required information, not excluding both the arrival and the departure
information.
20.6. The pilot-in-command of an aircraft is fully responsible in case the diversion to

any other aerodrome is to be made, based on the information provided by the concerned ATS
unit. But while making the decision to divert, the amount of fuel requirement should be taken
care of.

ENR 1.1-16 AIP
3 June 2010 NEPAL
20.7. An aircraft shall hold in flight as required by the traffic situation and weather
conditions for the purpose of establishing separation or absorbing delays. Holding will be
accomplished in accordance with approved procedure, if such procedure is available. In case of
no approved procedure, holding will be made in a manner specified by ATC.
21. Mercy and/or Rescue Flights
21.1. When an urgent medical, relief or evacuation flight, undertaken to save persons
from grave or imminent danger, seems likely to involve irregular operation, it shall be declared
as a Mercy and/or a Rescue Flight.
21.2. A flight shall not be declared a mercy flight when it can comply with the
applicable rules and regulation. However, special considerations or priority will be granted by
ATC if necessary.
21.3. The pilot-in-command is solely responsible for the final decision as to whether
to declare a mercy flight or continue as a normal flight. In assessing the justification of the
risks involved in a mercy flight, he shall consider carefully those of the following factors as
may apply:
Note. The terms Mercy and Rescue are used synonymously and should not be
confused with search and rescue operations.
a) the availability of alternative transport or alternative medical aid;

b) the weather conditions enroute and at the landing place(s). If they are adverse, he
shall consider other routes and terminals where equal medical facilities are
available;
c) the distance from which it should be possible to see the landing
place (s).
d) the air distance and type of terrain involved;
e) the navigation facilities including land-marks etc-,
f) the availability of suitable alternate aerodrome;
g) the asymmetric performance of his aircraft plus his experience;
h) the effect on the person requiring assistance (as advised by a competent authority) if
the flight is delayed until improved operation conditions exist;
i) whether the flight is to be made to the nearest or most suitable hospital;

ii) the competence of the authority requesting the mercy flight. (For example, in
the case of an urgent medical flight, a doctor would be the competent
authority).
21.4. When a pilot-in-command decides that a mercy flight can be successfully

carried out, he shall;
a) give flight notification identifying the type of operation as "MERCY FLIGHT". This
notification shall include the reason for the mercy flight and reference to any
regulation which will not be complied with;
b) specify reporting points or times when contact can be made;
c) specify any special procedures intended or special assistance required of ground
organizations;
d) limit the operating crew and other persons carried in the aircraft to the minimum;

AIP ENR 1.1-17
NEPAL 3 June 2010
21.5. If it is known before departure that a flight will be a mercy flight during a
portion of a flight only, this shall be stated in the flight notification. Similarly, if a normal
flight, for some reason, develops into a mercy flight, the pilot-in-command shall take action in
accordance with the instructions of the section.
21.6. When informed that a mercy flight is about to commence or develop, the ATS
unit concerned will take the following related actions;
a) make available any special facilities required for the operation;

b) maintain a special communications and navigation and watch on the progress of the
flight;
c) assist the pilot-in-command with advice and information;
d) keep the pilot-in-command informed of any action taken;
21.7. The pilot-in-command shall submit a written report to the Director General,
CAAN on any Mercy Flight undertaken, summarizing the aspects of irregular operations
caused by it and the factors that led him to make the flight. This report shall include the name
and address of the authority requesting the Mercy Flight and in medical cases, the name of the
patients.
22. VVIP flights
22.1. In order to facilitate the movement of VVIP aircraft into and out of Kathmandu
FIR and to conform to the times shown in the Ceremonial Reception Schedule, the Air Traffic
Service Units concerned are authorized to provide special priority for all VVIP flights over all
other normal traffic within their areas of responsibility.
22.2. A VVIP flight over Nepal is a flight carrying on-board the under mentioned.
The President
The Vice President
The Prime Minister
22.3. Flights within Nepal of other reigning sovereigns, head of the states and the
prime minister of foreign countries designated by the government to be VVIP may also be
afforded "VVIP Flight" status.
22.4. A schedule and if any changes thereof a VVIP flight shall be notified to GM,
FOD (TIA)/ Airport Manager (other airports) by the concerned authority in due time.
22.5. An aircraft if registered, in Nepal and engaged in a formal VVIP flight is

required to carry-out a test flight prior to operate such flight.
22.6. The GM, FOD (TIA)/ Airport Manager (other airports) will inform all
concerned relating to VVIP flight some or all of the following details;
a) Period and area of restrictions imposed on other flights;

b) Call sign and type of aircraft;
c) Point of Departure/destination;
d) EOBT and ETA;
e) Embarkation/disembarkation Site;
f) Ceremonial details; and

ENR 1.1-18 AIP
3 June 2010 NEPAL
g) Any other pertinent information.
22.7. Message received from the VVIP on-board will be kept highly confidential and
reported to the General Manager/ Airport Manager.
22.8. Nepal Oil Corporation shall prepare three samples of properly sealed fuel
supplied to VVIP FLIGHT and deposit to the following, within two hours of refueling:
a) Tribhuvan International Airport Office / Concerned airport office

b) Nepali Sainik Biman Sewa, if refueled at Kathmandu.
Note. Airport Fire .Service remain on "Local Stand By" position and Airport Security
Service shall remain on "Alert" when a VVIP FLIGHT is in progress.
22.9. The following procedures shall be enforced at all Aerodromes/Airports in Nepal

when a VVIP is notified.
22.9.1. A NOTAM based on the schedule of the VVIP flight movement shall be issued
in advance.
22.9.2. No aircraft except in emergency be allowed to land or depart from the

aerodrome or operate in the circuit for the period specified in the NOTAM.
Note. The General Manager TIA/Managers concerned may adjust the timing to ensure
that there is no disturbances during ceremonial period at the airport. .
22.9.3. Controlled Airspace

Standard separation shall be provided in controlled airspaces. Vertical separation minimum
shall be 1000 ft at all levels.
22.9.4. Outside Controlled Airspace

No other aircraft shall be cleared to operate in the block of uncontrolled airspaces 1000 ft
below and above the cruising level and 10 NM on either side of the intended route of the VVIP
flight.
Note. However, the restrictions of Para 1.14.1.9.3 and 1.14.1.9.4 above will not be
applicable when it is known that horizontal separation based on the current flight plans exist
between the VVIP flight and other aircraft.

AIP ENR 1.1-19
NEPAL 3 June 2010
Appendix 'A'
Lights Signals
Visual Communications at Controlled Aerodromes
The following tables set out the details of visual and ground signals for the control of
aerodrome traffic. The pilot-in-command of an aircraft operating on or in the vicinity of an
aerodrome shall observe and comply with the ground and light signals.
LIGHT SIGNALS TO AIRCRAFT

FROM ARODROME CONTROL TO
LIGHT
AIRCRAFT IN FLIGHT AIRCRAFT ON GROUND
CLEARED FOR TAKE
Steady Green CLEARED TO LAND
OFF
GIVE WAY TO OTHER
Steady Red AIRCRAFT AND STOP
Directed CONTINUE CIRCLING
towards
aircraft Series of Green RETURN FOR
CLEARED TO TAXI
concerned Flashes LANDING
Series of Red AERODROME UNSAFE TAXI CLEAR OF
Flashes DO NOT LAND LANDING AREA
LAND AT THIS RETURN TO STARTING
Series of White
AERODROME AND POINT ON THE
Flashes
PROCEED TO APRON AERODROME
Clearance to land and to taxi will be given in due course.
GROUND SIGNALS TO AIRCRAFT

GROUND POSITION MEANING
SIGNAL DISPLAYED
White cross (i) Adjacent to windsock i) Aerodrome completely unserviceable
(ii) On maneuvering area ii) An area marked by a cross or crosses with
the limits delineated by markers, is unfit for
use by aircraft.
LIGHT SIGNALS TO VEHICLES

LIGHT SIGNAL MEANING
Green flashes Cleared to cross, proceed, go
Steady red Stop immediately
Red flashes Move off the landing area or taxiway and watch out for aircraft
White flashes Return to starting point and report to the control tower

AIP ENR 1.2-1
NEPAL 3June 2010
ENR 1.2 VISUAL FLIGHT RULES
1. Except when operating as a special VFR flight, VFR flights shall be conducted so
that the aircraft is flown in condition of visibility and distance from clouds equal to or greater
than those specified in Table 1.
Note. When operating under VFR, the pilot shall be responsible for the separation
with other VFR traffic and to maintain safe altitude of the aircraft from obstacles.
Except when a clearance is obtained from an air traffic control unit, VFR flight shall
not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone
or traffic pattern:
a) when the ceiling is less than 450m (1500 ft): or

b) when the ground visibility is less than 5 km.
VFR flights shall not be operated between sunset and sunrise, or such other period
between sunset and sunrise, except when permitted by DGCA for local and/or training flights
within the vicinity of an aerodrome.
i) Unless authorized by the DGCA, VFR flights shall not be operated:
a) above FL200.
b) at transonic and supersonic speeds.
ii) Authorization for VFR flights to operate above FL 290 shall not be granted.
Except when necessary for take-off or landing, or except by the permission from
DGCA, a VFR flight shall not be flown:
a) Over the congested areas of cities, towns or settlements or over an open-air

assembly of persons at a height less than 300 m (1000 ft) above the highest obstacle
within a radius of 600 m from the aircraft;
b) Elsewhere than as specified in 5(a), at a height less than 150m (500 ft) above the
ground or water.
Except where otherwise indicated in ATC clearances or specified by the appropriate

ATS authority, VFR flights in level cruising flight when operated above 900 m (3000 ft) from
the ground or water or a higher datum shall be conducted at a level appropriate to the track as
specified in the tables of cruising levels. Ref. ENR 1.7 - Section 5 Table I & II.

ENR 1.2-2 AIP
3 June 2010 NEPAL
Table-1*
Airspace C G
Class
ABOVE 900 M (3000 ft) At and below 900 m
AMSL or above 300 M (3000 fl) AM SL or 300
(1000 ft) above terrain,
m (1000 ft) above
whichever is the higherterrain, whichever is the
higher
Distance 1500 m horizontally300 1500 m horizontally 300 m Clear of cloud and in
from m (1000 ft) vertically (1000 ft) vertically sight of the surface
cloud
Flight 8 km at and above 3050 8 km at and above 3050 m 5 km*
Visibility m (10000 ft) AMSL, 5 (10000 ft) AMSL, 5 Km
Km below 3050 m below 3050 m (10000 ft)
(10000 ft) AMSL AMSL
* HELICOPTERS may be permitted at 1500 M flight visibility, if maneuvered at a speed that

will give adequate opportunity to observe other traffic or any obstacles in time to avoid
collision.
VFR flights shall comply with the provisions of 3.6 of Annex 2:
a) when operated within class C airspace;

b) when forming part of aerodrome traffic at controlled aerodromes; or
c) when operated as special VFR flights.
An aircraft operated in accordance with the visual flight rules which wishes to change
to compliance with the instrument flight rules shall:
a) if a flight plan was submitted, communicate the necessary changes to be effected to

its current flight plan, or
b) when so required by 3.3 of Annex 2, submit a flight plan to the appropriate air
traffic services unit and obtain a clearance prior to proceeding IFR when in
controlled airspace.

AIP ENR 1.3-1
NEPAL 3 June 2010
ENR 1.3 INSTRUMENT FLIGHT RULES
1. Rules Applicable to all IFR Flights
1.1. Aircraft equipment

Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate
to the route to be flown.
1.2. Minimum Levels

Except when necessary for take-off or landing or when specifically authorized by the DGCA,
an IFR flight shall be flown at a level which is not below the published minimum flight
altitude, or, where no such minimum flight altitude has been established:
a) over high terrain or in mountainous areas, at a level which is at least 600 m (2000
ft) above the highest obstacle located within 8 km of the estimated position of the
aircraft;
b) elsewhere than as specified in a), at a level which is at least 300 m (1000 ft) above
the highest obstacle located within 8 km of the estimated position of the aircraft.
Note. The estimated position of the aircraft will take account of the navigational
accuracy which can be achieved on the relevant route segment, having regard to the
navigational facilities available on the ground and in the aircraft.
1.3. Change from IFR Flight to VFR Flight
1.3.1. An aircraft electing to change the conduct of its flight from compliance with the
instrument flight rules to compliance with the visual flight rules shall, (if a flight plan was
submitted), notify the appropriate air traffic services unit specifically that the IFR flight is
cancelled and communicate thereto the changes to be made to its current flight plan.
1.3.2. When an aircraft operating under the instrument flight rules is flown in or
encounters visual meteorological conditions, it shall not cancel its IFR flight unless it is
anticipated, and intended, that the flight will be continued for a reasonable period of time in
uninterrupted visual meteorological conditions.
2. Rules applicable to IFR flight within controlled airspace
2.1. IFR flights shall comply with the provisions of 3.6 of Annex 2 to the
Convention on International Civil Aviation when operated in controlled airspace.
2.2. An IFR flight operating in cruising flight in controlled airspace shall be flown at
a cruising level, or, if authorised to employ cruise climb techniques, between two levels or
above a level, selected from the tables of cruising levels Ref. ENR 1.7 - 4 Table I & II except
that the correlation of levels to track prescribed there in shall not apply whenever otherwise
indicated in air traffic control clearances or specified in the Aeronautical Information
Publication

ENR 1.3-2 AIP
3 June 2010 NEPAL
3. Rules applicable to IFR flights outside controlled airspace
3.1. Cruising Levels

An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a
cruising level appropriate to its track as specified in the tables of cruising levels Ref. ENR 1.7 -
4 Table I & II.
Note. This provision does not preclude the use of cruise climb techniques by aircraft
in supersonic fight.
3.2. Communications
An IFR fight operating outside controlled airspace but within or into areas, or along routes
designated by appropriate ATS authority in accordance with 3.3.1.2 c) or d) of Annex 2 shall
maintain a listening watch on the appropriate radio frequency and establish two-way
communication, with the air traffic services unit providing flight information service.
3.3. Position Reports

An IFR fight operating outside controlled airspace is required to,
submit a flight plan, and

maintain a listening watch on the appropriate radio frequency and establish
two-way communication with the air traffic services unit providing flight
information service and shall report position as specified in 3.6.3 of ICAO Annex-2

AIP ENR 1.4-1
NEPAL 3June 2010
ENR 1.4 ATS AIRSPACE CLASSIFICATION
1. Introduction
The airspace in the Kathmandu FIR (VNSM) has been classified in accordance with appendix -
4 of ICAO Annex 11.
2. Classification of airspaces
Within the Kathmandu FIR, the airspaces are classified and designated in accordance with the
following:
Class C: IFR and VFR flights are permitted, all flights are subject to air traffic control
service, and IFR flights are separated from other IFR flights and from VFR flights.
VFR flights are separated from IFR flights and receive traffic information in respect of
other VFR flights
Class G: IFR and VFR flights are permitted and receive flight information service.
ATS airspaces within Kathmandu FIR (VNSM) are classified and designated as follows:
Class C airspace - within controlled airspaces (Airways, TMA, CTR)
Class G airspace - Outside controlled airspaces.
The requirements for the flight within each class of airspace are as shown in the following
table.

ENR 1.4-2 AIP
3 June 2010 NEPAL
Subject
to an
Type Radio com- ATC
of Separation VMC visibility and distance from cloud munication cleara-
Class Flight Provided Service Provided minima Speed limitation requirement nce
IFR IFR from Air traffic Not applicable Not applicable Continuous Yes
IFR control service two-way
IFR from
VFR
VFR VFR from 1) Air traffic 8 km at and above 3050m (10000ft) AMSL 250 KT IAS Continuous Yes
IFR control service 5 Km below 3050m (10000 FT) AMSL below 3050 m two-way
for separation 1500 M horizontal; 300 M vertical distance (10000 FT)
C
from IFR; from cloud AMSL
2) VFR/ VFR
traffic
information (and
traffic avoidance
advice on
request)
IFR Nil Flight Not applicable 250 KT IAS Continuous No
information below 3050 m two-way
service (10,000 ft.)
AMSL
VFR Nil Flight 8Km at and above 3050 m (10000 ft.) AMSL 250 KT IAS Continuous No
G information 5 Km below 3050 m (10000 ft.) AMSL below 3050 m two-way
Service 1500 m horizontal; 300 m vertical distance (10000 ft)
from cloud. AMSL
At and below 900 m (3000 ft.) AMSL or
300 m (1000 ft.) above terrain whichever is
higher - 5 Km*, (1000 m for Helicopters)
clear of cloud and in sight of ground or water
* Helicopters may be permitted to operate in less than 1500 M flight visibility, if maneuvered at a speed
that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision
Note. Classes of airspace A,B,D,E and F are not used in Kathmandu FIR

AIP ENR 1.5-1
NEPAL 3 June 2010
ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES
1. General
1.1. The holding, approach and departure procedures in use through out the
Kathmandu FIR (VNSM) are based in accordance with the criteria contained in ICAO Doc
8168- Procedure for Air Navigation Services-Operation (PANS-OPS).
1.2. The holding and approach procedures in use have been based on the values and
factors contained in parts III and IV of Vol.I of the PANS-OPS. The holding patterns shall be
entered and flown as indicated in VNKT AD 2 - 35
1.3. An aircraft approaching an aerodrome under IFR for the purpose of making a
landing shall conform to the holding and instrument approach procedures for the radio
navigation aid employed as prescribed in the appropriate instrument approach charts.
1.4. Pilots will be expected to know the correct holding, approach and departure
procedures.
2. Holding Procedures
2.1. An aircraft shall hold in flight as required for the purpose of establishing
separation and for absorbing delays caused by traffic peaks or weather. Holding shall be
accomplished in accordance with approved procedures. If aircraft are required to hold at a
point for which there is no approved procedure, they shall do so in a manner specified by ATC.
If a delay of 30 minutes or more is anticipated the pilot-in-command will be notified as early as
possible along with the operating agency.
2.2. A request by a pilot-in-command to deviate from an approved holding

procedure may be approved, if known conditions permit.
2.3. When an aircraft is holding over an aerodrome which is closed for landing or
where weather conditions are less than the prescribed minima; ATC will nominate a schedule
of reporting time normally at 15 minutes interval.
2.4. During an instrument approach sequence the aircraft estimated to arrive first
over a holding point will be assigned the lowest level available. The succeeding aircraft will be
given priority in the order of their estimated time of arrival over such point.
2.5. Holding patterns for all controlled aerodromes are indicated on the applicable
approach charts.
2.6. VFR Holding points in Kathmandu are detailed in sub-section VNKT AD 2-36.
2.7. Initial approach tracks and holding patterns associated with Tribhuvan
International Airport is detailed in charts VNKT AD 2 - 35 prepared for the purpose. Holding
patterns for other airfields are indicated on the applicable approach charts.

ENR 1.5-2 AIP
3 June 2010 NEPAL
3. Low Level Holding Areas (Tribhuvan International Airport)
3.1. The holding areas for procedural traffic landing at Tribhuvan International
Airport depend on the runway in use at Tribhuvan International Airport and are as follows:
a) RWY 02/20 --- NOPEN holding area lower / upper limits 11500/13500 ft.
b) RWY 02/20 --- IGRIS holding area-- lower / upper limits 10500/13500 ft.
c) RWY 02/20 --- DARKE holding area-- lower / upper limits 10500/13500 ft.
3.2. Details of these holding areas are given in sub-section ENR 3.6. They are also
shown in charts VNKT AD 2 - 35
4. High Level Holding Areas (Tribhuvan International Airport)
4.1. High Level Holding Areas are also established at NOPEN and Kathmandu
(KTM). The lower/upper limits are FL150/FL190 and F150/F250 respectively. Details of these
areas are given in sub section ENR 3.6. They are also shown in charts VNKT AD 2 - 35. The
NOPEN and KTM holding shall not be used simultaneously at same level.
5. Holding Speeds
5.1. The maximum holding speed for all holding areas at Kathmandu is 230 Kts.
5.2. During condition of turbulence, pilots may request clearance to hold at higher
speeds for both high and low level holding areas.
6. Standard Instrument Departure (SID) and Standard Instrument Arrival

(STAR)
Pilots departing from and landing at Tribhuvan International Airport should refer to the
procedures in charts VNKT AD 2-22 to VNKT AD 2-28.
7. Arriving flights
7.1. IFR flights entering and landing within a terminal control area/ CTR will be
cleared to a specified holding point and instructed to contact approach/ aerodrome control at a
specified time, level or position. The terms of this clearance shall be adhered to until further
instructions received from approach/ aerodrome control. If the clearance limit is reached before
further instructions have been received, holding procedure shall be carried out at the level last
authorized.
7.2. Entry to the holding patterns and procedures shall be carried out as precisely as
possible. Pilots are advised to inform ATC for any deviation.
7.3. Pilots making instrument approaches at controlled aerodromes shall refer to the
procedures in the instrument approach charts. (Reference VNKT AD 2-31 to VNKT AD 2-33)
7.4. In TIA, arriving VFR aircraft shall be required either to enter and remain within
TMA at appropriate level till control zone boundary for further descent below 7500' AMSL or
to fly well clear of TMA and enter control zone at a level 7500' AMS. Aircraft making
VOR/DME Approach must include level while reporting position (Radial/DME). In case the

AIP ENR 1.5-3
NEPAL 3 June 2010
aircraft reports incorrectly against the prescribed procedure, the controller shall alert the
aircraft accordingly.
7.5. IFR Flights Entering Control Zones.
7.5.1. a) Aircraft shall establish communication with the aerodrome control tower
before entering the control zone and report position, level and flight
conditions at the first contact.
b) In case of Tribhuvan International Airport, aircraft shall establish
communication with Kathmandu Approach Control before entering control
area or control zone.
7.5.2. A clearance up to the aerodrome or to an appropriate holding point shall be

issued along with the following instructions by the control tower/ Kathmandu approach,
a) The type of instrument approach to be expected;

b) Expected Approach Time (EAT), if delay exceeds 5 minutes
c) Expected time for onward clearance, if instructions are issued to hold for an
indefinite period at a holding point from which instrument approach is not intended,
7.5.3. Control TWR/Approach control will also specify the following information:
a) runway to be used
b) landing information
7.6. VFR Flight Entering Control Zone
7.6.1. a) Aircraft shall establish communication with the aerodrome control tower
before entering the control zone and report position, level and flight
conditions at the first contact.
b) Incase of Tribhuvan International Airport aircraft shall establish
communication with approach control unit before entering control area or
control zone.
7.6.2. Approach control /Aerodrome control will provide instructions for progressive
descents, changes in route, clearance limits and holding instruction. It will also advise and
update necessary details of the runway to be used and other landing information;
7.7. Visual Approach
7.7.1. An IFR flight may be cleared to execute a visual approach provided that the
pilot can maintain visual reference to the terrain and;
a) The reported ceiling is at or above the approved initial approach level for the
aircraft so cleared; or
b) The pilot reports at the initial approach level or at any time during the instrument
approach procedure that the meteorological condition are such that with reasonable
assurance a visual approach and landing can be completed.
c) The visibility at the aerodrome is 5 km or more.
7.7.2. Not withstanding Para 7.7.1(b) and (c), if the pilot reports that he has the
aerodrome in sight and conduct his approach with visual reference to terrain, the flight may be

ENR 1.5-4 AIP
3 June 2010 NEPAL
cleared for a visual approach/ circle to land. Separation shall be provided between an aircraft
cleared to execute a visual approach and other arriving and departing aircraft.
7.8. Provision of information for Landing
7.8.1. ATC shall supply the following information for landing operation;
a) Runway in use
b) Wind direction and speed, QNH and temperature
c) Significant weather information, including low cloud and visibility
d) Cross-wind component, if this equals or exceeds 8 knots for single-engine aircraft
or 12 knots for multi-engine aircraft.
e) Down wind component, if pilot chooses to operate in downwind
f) Aerodrome surface conditions
g) Presence of birds on or in the vicinity of the runway.
7.8.2. ATC, whenever practicable, advise the aircraft about the wake turbulence and
its hazards.
7.9. Selection of Runway-in-Use for landing
7.9.1. The term 'runway-in-use' shall be used to indicate the runway that, at a
particular time, is considered by the aerodrome control tower to be the most suitable to be used
by the types of aircraft expected to land at the aerodrome.
7.9.2. Normally, an aircraft will land into the wind unless safety, the runway
configuration, meteorological conditions and available instrument approach procedure or air
traffic conditions determine that a different direction is preferable. In selecting the runway in
use, however, the unit providing aerodrome control service shall take into consideration,
besides, surface wind speed and direction, other relevant factors such as the aerodrome traffic
circuit, the length of runway, and the approach and landing aids available.
Note. The decision to land on a wet runway or when the presence of birds has been
advised, rests solely with the pilot-in-command
7.10. Selection of Circuit Direction
7.10.1. Circuit directions and turns shall be specified by aerodrome controller, taking
into consideration of the traffic and separation requirements.
Note. If a particular runway circuit turn is essential for the safe operation of the
aircraft, the pilot in command shall make a request to ATC, which may be granted if conditions
permit.
7.11. Landing
7.11.1. Irrespective of the clearance received, a pilot-in-command shall not land unless
he has received a specific clearance to do so in the terms "CLEAR TO LAND".
7.11.2. Unless specifically permitted, aircraft shall not hold on the runway.

AIP ENR 1.5-5
NEPAL 3 June 2010
7.12. Separation Requirement for Landing:
7.12.1. An aircraft shall not be issued landing clearance until:
a) A preceding departing aircraft using the same runway is airborne, and has crossed
up wind end or commenced a turn;
b) A preceding landing aircraft using the same runway has vacated it.
7.13. Taxing after Landing
7.13.1. Unless otherwise authorized by ATC, an aircraft shall promptly vacate the
runway and proceed to the normal parking area via the shortest available taxiway. However, an
aircraft shall not backtrack on the runway without obtaining a clearance.
7.13.2. A pilot-in-command unfamiliar with the aerodrome shall request for guidance to
the terminal. The controller will then issue necessary instructions.
8. Departing Flights
8.1. IFR flights departing from controlled aerodromes will receive initial ATC
clearance. The clearance limit will normally be the aerodrome of destination. IFR flights
departing from un-controlled aerodromes must make prior arrangements.
8.2. The instrument departure procedures are only applicable for aircraft with all
engines operating.
8.3. Pilots departing from controlled aerodromes, where standard instrument

departure procedures have been published, shall comply accordingly.
8.4. Minimum climb gradient specified in the charts take in to account necessary
obstacle clearance requirements.
8.5. VFR flights departing from TIA shall be required either to leave Control Zone
at a level below 7500' AMSL and fly well clear of TMA before climbing to en route level or
reach at or above 7500' by Control Zone boundary in order to remain within controlled
airspace.
9. Engine Starting Procedure
9.1. When operating at controlled aerodromes, the pilot-in-command of an aircraft

shall request clearance to start engines. Clearance to start engines will be given by using the
phrase "START-UP APPROVED"
Note1. Once the start-up clearance is issued, it is expected that the pilot-in-command
shall start engines within 5 minutes
Note2. 2 At TIA, surface movement control is provided on 121.9 MHZ to control all
ground movement of aircraft other than the movement on the runway

ENR 1.5-6 AIP
3 June 2010 NEPAL
10. Procedures for push back and engine start up at TIA
10.1. Aircraft departing from TIA shall get permission for push back.
10.2. To avoid confusion, pilots shall use the correct phraseology as detailed in Para
10.2.1, when ready for push back.
10.2.1. The pilot shall notify ATC when the aircraft is ready to push back within 5 min
using the following phraseology:
callsign;
destination;
proposed flight level and alternate level, if any;
parking position;- and
ready to push back in 5 minutes.
10.2.2. On receipt of the "ready to push back" call, ATC will advise the pilot push back
clearance and an ATC clearance may be issued accordingly. If pre-departure coordination with
an adjacent centre is required, the pilot will be instructed to standby.
10.2.3. By the completion of push back, the departing aircraft must have all engines
running and shall be ready for taxi, unless otherwise instructed by ATC.
11. Information provided prior to Take-off.
11.1. Prior to departure the aircraft shall be provided with the following information:
a) Runway-in-use;
b) Wind direction and speed, QNH and temperature;
c) A time check to the nearest half minute;
d) The crosswind component on the runway-in-use (if it equals or exceeds 8 knots for
single engine or 12 knots for multi-engine aircraft);
e) Significant aerodrome surface conditions;
f) Presence of birds or animals on the runway (likely to be hazardous); and
g) Significant weather observation made by control tower or met personnel.
Note. The decision to take-off on a wet runway or when the presence of birds has
been advised, rests solely with the pilot-in-command
12. Selection of Runway-in-Use for take off
12.1. The term 'runway-in-use' shall be used to indicate the runway that, at a
particular time, is considered by the aerodrome control tower to be the most suitable to be used
by the types of aircraft expected to take off at the aerodrome.
12.2. Normally, an aircraft will take off into the wind unless safety, the runway
configuration, meteorological conditions or air traffic conditions determine that a different
direction is preferable. In selecting the runway in use, however, the unit providing aerodrome
control service shall take into consideration, besides, surface wind speed and direction, other
relevant factors such as the aerodrome traffic circuit, the length of runway.

AIP ENR 1.5-7
NEPAL 3 June 2010
12.3. If the nominated runway or direction is not suitable for some reason the
pilot-in-command shall request for alternative runway or direction prior to taxi.
12.4. A pilot-in-command shall not hold on the runway in use unless permitted to do
so.
Note. The decision to take off on a wet runway or when the presence of birds has
been advised, rests solely with the pilot-in-command
13. Selection of Turn
13.1. Taking into consideration of traffic separation requirements turns shall be

specified by control tower
13.2. Direction of turn shall not be specified in the take off clearance, where a
standard instrument departure(SID) has been authorised.
Note.If a particular turn is considered to be essential for the safe operation of
aircraft, the pilot-in-command shall request for the same including the word 'REQUEST'
14. Departure Instruction
14.1. Departure instruction are issued to a departing aircraft in order to apply or

achieve separation, make optimum use of airspace, and as necessary for weather and noise
avoidance procedures, which consist of;
a) altitude restrictions (if required)

b) direction of turn (if required)
c) any other instruction as and when necessary
14.2. Departure instruction are issued in the form of SID, where such procedures are
designed and this must be complied by the pilot-in-command until established on a cleared out
bound route.
15. Take-Off
15.1. Irrespective of other clearances, a pilot-in-command shall not take-off unless he

has received a specific clearance in the terms "CLEARED FOR TAKE OFF"
Note. Whenever practicable, aircraft shall be advised of the expected occurrence of
hazards caused by wake turbulence.
15.2. Unless otherwise instructed by ATC, a pilot-in-command shall establish flight

on the departure track as soon as practicable after take-off at a distance not more than 5 miles
from the aerodrome.
16. Separation Minima for Take-Off
16.1. An aircraft will not be permitted to commence take-off until
a) a preceding departing aircraft using the same runway has crossed the upwind end of
the runway or commenced a turn.

ENR 1.5-8 AIP
3 June 2010 NEPAL
b) a preceding landing aircraft using the same runway has vacated it.
17. Communication Failure Procedure
17.1. Communication failure.

If a communication failure precludes compliance with 17.1.1, the aircraft shall comply with the
communication failure procedures of Annex 10, Volume II, and with such of the following
procedures as are appropriate. The aircraft shall attempt to establish communications with the
appropriate air traffic control unit using all other available means. In addition, the aircraft,
when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for
such instructions as may be issued by visual signals,
17.1.1. If in visual meteorological conditions, the aircraft shall:
a) continue to fly in visual meteorological conditions; land at the nearest suitable

aerodrome; and report its arrival by the most expeditious means to the appropriate
air traffic control unit ;
b) if considered advisable, complete an IFR flight in accordance with 17.1.2.
17.1.2. If in instrument meteorological conditions or when the pilot of an IFR flight

considers it inadvisable to complete the flight in accordance with 17.1.1 a), the aircraft
shall:
a) in airspace where radar is not used in the provision of air traffic control, maintain
the last assigned speed and level, or minimum flight altitude if higher, for a period
of 20 minutes following the aircrafts failure to report its position over a
compulsory reporting point and thereafter adjust level and speed in accordance with
the filed flight plan;
b) in airspace where radar is used in the provision of air traffic control, maintain the
last assigned speed and level, or minimum flight altitude if higher, for a period of 7
minutes following:
1. the time the last assigned level or minimum flight altitude is reached; or
2. the time the transponder is set to Code 7600; or
3. the aircrafts failure to report its position over a compulsory reporting point;
whichever is later, and thereafter adjust level and speed in accordance with
the filed flight plan.
c) when being radar vectored or having been directed by ATC to proceed offset using
RNAV without a specified limit, rejoin the current flight plan route no later than the
next significant point, taking into consideration the applicable minimum flight
altitude;
d) proceed according to the current flight plan route to the appropriate designated
navigation aid or fix serving the destination aerodrome and, when required to
ensure compliance with e) below, hold over this aid or fix until commencement of
descent;
e) commence descent from the navigation aid or fix specified in d) at, or as close as
possible to, the expected approach time last received and acknowledged; or, if no
expected approach time has been received and acknowledged, at, or as close as
possible to, the estimated time of arrival resulting from the current flight plan;

AIP ENR 1.5-9
NEPAL 3 June 2010
f) complete a normal instrument approach procedure as specified for the designated

navigation aid or fix; and
g) land, if possible, within thirty minutes after the estimated time of arrival specified
in e) or the last acknowledged expected approach time, whichever is later.
17.2. Receiver or Transmitter Failure Only

Aircraft which experience failure of transmitting or receiving facility only, shall proceed in
accordance with paragraph 17.1 above, but shall also:
a) In the event of receiver failure, transmit intentions and subsequently transmit

position reports etc. on the appropriate frequency; and
b) In the event of transmitter failure, continue to maintain watch on the appropriate
ground/air frequency.
17.3. Action taken by ATC
17.3.1. When unable to maintain two-way communication with an aircraft which has
been given ATC clearance to enter a control zone or control area, or when ATC is unable to
establish communication with an aircraft in accordance with standard procedures, two-way
communication failure will be assumed. ATC will act in the following manner unless it is
known that the aircraft is not adhering to the flight plan received:
a) Maintain separation between aircraft on the assumption that aircraft experiencing

radio failure will adopt the procedures in paragraph 17.1 above;
b) Transmit on the appropriate air/ground channels the altitude, route and EAT, or
ETA, to which it is assumed the aircraft is adhering, and the weather conditions at
the destination aerodrome and suitable alternates (When this information is already
being transmitted on the appropriate channels either by routine broadcast, or in
massages to other aircraft, a special transmission will be made only at the discretion
of ATC). If practicable, the weather conditions in the area, or areas, suitable for a
descent through cloud will also be transmitted;
c) Endeavour by means of any available ground radar to check whether the aircraft is
receiving, and able to comply with instructions from ATC, and subsequently, to
give all possible guidance to the aircraft;
d) Inform the operator concerned, or his designated representative; and
e) Inform ATC at the alternate aerodrome, or the appropriate ATC unit of the
circumstances; if (by agreement with the operator or his designated representative)
instructions to divert are transmitted to the aircraft, transmit the latest weather
report and any current unserviceability report of approach aids at the alternate, and
request the appropriate ATC unit to attempt to establish communication with the
aircraft.
17.3.2. Before presuming that the aircraft has proceeded to another area or aerodrome,
ATC will allow:
a) A period of 30 minutes after the last acknowledged EAT;

b) If no EAT has been acknowledged, a period of 30 minutes after the last
acknowledged ETA; or

ENR 1.5-10 AIP
3 June 2010 NEPAL
c) If no ETA has been acknowledged, a period of 30 minutes after the ETA computed
from the last acknowledged position report and the flight plan times for subsequent
sectors of the flight.
17.3.3. If the aircraft has not reported or landed by the end of the appropriate period,
alerting action will be initiated and pertinent information concerning the aircraft will be given
to the operating agencies and/or the pilots of any other aircraft concerned and normal
operations resumed if they so desire, It is the responsibility of the operating agencies and/ or
the pilots of aircraft to determine whether they will resume normal operations or take other
action.
17.3.4. The Period referred to in 17.3.2 above will be reduced when:
a) Through the use of electronic or other aids, ATC can determine the position of the
aircraft experiencing the failure, and can determine that action contrary to that
prescribed above can be taken without impairing safety ; or
b) It becomes known that the aircraft has landed.

AIP ENR 1.5-11
NEPAL 3 June 2010

ENR 1.5-12 AIP
3 June 2010 NEPAL
Appendix B Remove:

AIP ENR 1.6-1
NEPAL 3June 2010
ENR 1.6 RADAR SERVICES AND PROCEDURES
1. Summary of services
1.1. Approach Radar Control service is provided only for transponder equipped
aircraft in radar covered air space within Kathmandu Terminal Control Area (TMA) and CTR
1.2. Call-sign: KATHMANDU APPROACH /KATHMANDU RADAR
1.3. Frequency: 120.6 MHZ/ 125.1 KHz.
1.4. Kathmandu radar has digital display capability.
1.5. When advised by ATC, the pilot shall check the advised position with his/her
known position.
Note. ATC advises the pilot of his/her radar position when radar identification is
established except when identification is established by position correlation with reference to
VOR/DME or when a departing aircraft is identified within one nautical mile of the takeoff
runway end. Aircraft radar position or "IDENTIFIED" may not be advised when ATC instructs
to change transponder code or squawk ident for the confirmation.
1.6. After "IDENTIFIED" is notified, radar service is continued until "RADAR

SERVICE TERMINATED" or "IDENTIFICATION LOST" is notified. However, radar
services will be automatically terminated and its terminations will not be notified to the pilot
when arriving aircraft is instructed to contact Kathmandu tower.
1.7. Radar Navigation Guidance.
1.7.1. Radar navigation guidance is provided for only IFR departure from Kathmandu
airport at or above MVA.
1.7.2. When radar navigation guidance is commenced, the purpose of the vector and
where the aircraft will be vectored to, or either of them as appropriate, will be informed.
Example:
Fly heading 150 for vector to LNC to intercept R125.
Note. When instructed only magnetic heading with the phraseology "Fly HEADING
[degrees], the pilot should turn in the shorter direction to the instructed heading.
1.7.3. Radar Navigational guidance will be terminated after an aircraft reaches/

intercepts, or is going to reach/intercept the airway/radial/bearing, which has been notified as
the purpose of the vector. In this case, the pilot will be instructed to "RESUME OWN
NAVIGATION" or "PROCEED DIRECT".
1.7.4. Lost communication procedure

If radio communication with Kathmandu Approach / Kathmandu Radar is lost for one minute,
squawk Mode 3/A Code 7600 and:
1. Contact Kathmandu Control

ENR 1.6-2 AIP
3 June 2010 NEPAL
2. If unable, proceed to the point/route, which is informed when the vector is

initiated as the vectoring target on the last assigned heading.
3. If unable, proceed to the nearest point on the cleared route in VMC.
1.8. Radar Traffic Information
1.8.1. Issuance
When the traffic is observed on the radar scope which might be in such proximity to the
position of the controlled aircraft or her intended route of flight that it warrants pilot's
attention, the radar traffic information will be issued.
1.8.2. Radar traffic information will normally include the following information
concerning the target.
1.8.2.1. To the radar identified aircraft
a) Azimuth from the aircraft in terms of the 12-hour clock.

b) Distance from the aircraft in terms of nautical miles.
c) Direction in which the target is proceeding.
d) Type of aircraft and altitude, if known.
Example:
Traffic one o'clock five miles northwest-bound DHC-6 8,500.
Traffic numerous.
Note. Altitude information includes one which has not been verified by ATC. In
this case, ATC will add the word "altitude readout".
Example:
Traffic eleven o'clock ten miles eastbound type unknown altitude readout 4,500.
1.8.2.2. To the non-radar identified aircraft
a) Distance and direction with respect to a fix or an airport.

b) Direction in-which the target is proceeding
c) Type of aircraft and altitude, if unknown:
Example
Traffic eight miles east of the airport northeast-bound.
Traffic numerous targets vicinity Simara.
Note 1. Traffic information is issued to the extent possible the workload of
ATC permits. The issuance of the traffic information is, in the job priority, next to the
provision of the required separation. Therefore the radar traffic information will not be
always issued on all the relevant targets
Note 2. Target's azimuth is expressed to the pilot with his/her proceeding
direction on the radarscope as 12 o'clock. While an aircraft is flying applying drift
correction to maintain her track, or is making a turn, informed azimuth of the target
may be different from the real azimuth as seem from the cockpit.

AIP ENR 1.6-3
NEPAL 3June 2010
Traffic information will be "TRAFFIC 12 O'CLOCK" to both aircraft, although the

actual position of the traffic, as seen by (A), would be "ONE O'CLOCK" or by (B),
"ELEVEN O'CLOCK" respectively.
1.8.3. Reply to the Traffic information
1.8.3.1. The pilot should notify to ATC when he/she had the advised traffic in sight,
or -not in sight, or looking out.
"TRAFFIC IN SIGHT" or
"NEGATIVE CONTACT" or,
"LOOKING OUT"
Note. When the pilot notifies "LOOKING OUT" to ATC, he/she should report "
TRAFFIC IN SIGHT" or "NEGATIVE CONTACT" as soon as possible.
1.8.3.2. When the pilot could not have the advised traffic in sight, and the traffic
moved to a new position where the target was not a factor any more, he may be informed by
ATC with phraseology of "CLEAR OF TRAFFIC " or "CLEAR OF [number] O'CLOCK
TRAFFIC".
1.9. Speed Adjustment and Speed Limitation
1.9.1. Pilot shall advise ATC when the speed adjustment advised by ATC is
considered to be contrary to the aircraft's safe operation.
1.9.2. Pilot should maintain the speed within plus or minus 10 knots of specified speed
(indicated air speed).
1.9.3. Approach clearance issued supersedes any prior speed adjustment assignment,
unless ATC has restated or requested a new speed adjustment.
1.9.4. If necessary to land as soon as possible due to imminent situation such as sick
person on board or unlawful interference, the arriving aircraft should request ATC to fly faster
than the assigned speed specified by ATC. ATC may approve the request, specifying the
requested speed as the limited speed.
1.9.5. Phraseology: MAINTAIN [number] KNOTS OR LESS.
2. Secondary Surveillance Radar. (SSR)

In case of operating in airspace within Kathmandu FIR, the pilot shall operate transponder and
select Modes and Codes as Instructed by ATC.

ENR 1.6-4 AIP
3 June 2010 NEPAL
2.1. Operation of Transponder
2.1.1. Pilots should adjust the transponder to "on" of normal position as late as
practicable prior to takeoff, and "off' or "standby" position as soon as practicable after landing,
unless otherwise instructed by ATC.
2.1.2. Indent feature and low sensibility feature should be activated only when
instructed by ATC.
2.1.3. When no instruction on Mode is given by ATC, the transponder should be

adjusted to Mode A/C or Mode 3/C.
2.1.4. When instructed by ATC to "RECYCLE [code number]", the pilot should
confirm and re-select the switch, Mode and Code number on the transponder control panel on
board.
2.2. Selection of SSR Code.
2.2.1. The selection of SSR Code should be made as instructed by ATC except in the
following cases.
2.2.2. While flying under VFR
a) Below 13,500 feet Code 1200

b) At or above 13,500 feet Code 1400
VFR aircraft equipped with 4096 Code transponder and squawking Code
1200 or 1400 may be instructed to change the Code for the benefit of radar
control service.
2.2.3. IFR aircraft entering radar controlled airspace out of non-radar controlled
airspace without Code instructed by ATC. . Code 2000
Note. It is preferable that Code 2000 be selected before the aircraft enters
radar controlled airspace or before the aircraft establishes radio communications with
the radar control facility
2.2.4. IFR aircraft going out of radar controlled airspace to non-radar controlled
airspace Code 2000
2.2.5. When a pilot feels it necessary to show any of the following in flight conditions;
a) Unlawful interference Code 7500

b) Communication failure Code 7600
c) Emergency Code 7700
Note. If the aircraft is in direct communications with ATC and under radar
control selection of Code 7700 is not necessarily required.

AIP ENR 1.6-5
NEPAL 3June 2010
2.2.6. Assignment of SSR Code

2.2.6.1. One of discrete codes from within Code blocks allocated to Nepal in
accordance with Table ATS-3 of ICAO MID/ASIA Air Navigation Plan (Doc 8700) will be
assigned.
International Flight : 2501-2577
Domestic Flights : 0101-0177
Note. Discrete Code .... 4 digit SSR Code whose last 2
digits are not zero zero.
2.2.6.2. Code 2500 and 0100 are reserved for aircraft, which does not have discrete
Code capability.
2.3. Type of Transponder

When asked by ATC type of transponder, pilots should reply by stating the exact type of
transponder on board as below.
Type of transponder Capability of transponder
November NIL
Alpha Transponder mode A (4digits 4096 codes).
Charlie Transponder mode A (4digits 4096 codes and Mode C).
X-ray Transponder Mode S without both aircraft identification and
pressure-altitude transmission.
Papa Transponder Mode S, including pressure-altitude transmission, but
no aircraft identification transmission.
India Transponder Mode S, including aircraft identification transmission,
but no pressure-altitude transmission.
Sierra Transponder Mode S, including both pressure-altitude and Aircraft
identification transmission.
2.4. Altitude reporting
2.4.1. Altitude reporting capability of Mode C equipped transponder should be

activated in flight together with Mode 3/A. If instructed by ATC to "Stop squawk Charlie" due
to the excessive difference between readout altitude and assigned/report altitude or other
reasons, the altitude reporting switch should be turned off. If no altitude reporting switch is
equipped, Mode C reply should be discontinued.
2.4.2. When ATC requests, pilot should accurately report his/her altitude because if
there is a difference of 300 feet or more between the readout altitude on the radar scope and the
assigned/reported altitude, Mode C altitude information is not usable for separation purpose.
2.5. When selecting or changing SSR Code, pilots should set transponder standby
mode to avoid inadvertent selection of Code assigned to other aircraft and Code 7500,7600 or
7700, then squawk normal again.
3. Radar and Communication Failure
3.1. In the event of a radar failure, the radar controller, in conjunction with the
non-radar controller, shall provide non-radar separation as soon as possible and instruct aircraft
to communicate with the appropriate non-radar controller for further instructions. Reduced

ENR 1.6-6 AIP
3 June 2010 NEPAL
vertical separation (500 ft below FL 290 and 1000 ft at or above FL 290) may be employed
temporarily if standard separation cannot be provided immediately.
3.1.1. Communication failure under radar control

The pilot shall resume the flight in accordance with the routing instructions received
prior to the acceptance of radar control, and continue in accordance with the procedure
contained in ENR 1.5-9 Para 4.1

AIP ENR 1.7-1
NEPAL 3 June 2010
ENR 1.7 ALTIMETER SETTING PROCEDURES
1. Introduction
The altimeter setting procedures in use generally conform to those contained in ICAO Doc
8168, Vol I, part 6 and are given in full below, Differences are shown in quotation marks.
Transition altitudes are given on the instrument approach charts.
QNH reports and temperature information for use in determining adequate terrain clearance are
provided in MET broadcasts and are available on request from the air traffic services units.
QNH values are given in hectopascals.
2. Basic Altimeter Setting Procedures
2.1. General
2.1.1. The system of altimetry in Kathmandu FIR (VNSM) makes use of a transition
layer to separate aircraft using QNH from those using 1013.2 hPa. The transition layer for
Kathmandu FIR is between a transition altitude of 13500 ft. and a transition level of FL 150.
Cruising within the transition layer is not permitted.
2.1.2. Vertical positioning of aircraft when at or below the transition altitude is

expressed in terms of altitude, whereas such positioning at or above the transition level is
expressed in terms of flight levels. While passing through the transition layer, vertical
positioning is expressed in terms of altitude when descending and in terms of flight levels
while ascending.
2.1.3. All air traffic at or below the transition altitude will use Katmandu QNH
supplied by ATC units. At controlled aerodromes other than Katmandu, in-bound traffic will
set local QNH on entering control zone boundary and out-bound traffic will change form local
QNH to Katmandu QNH on leaving the control zone boundary.
2.1.4. The change from QNH to 1013.2 hPa will be made on climbing through the
transition altitude. During descent the change from 1013.2 hPa to QNH will be made at the
transition level.
2.1.5. Flight level zero is located at the atmospheric pressure level of 1 013.2 hPa
(29.92in). Consecutive flight levels are separated by a pressure interval corresponding to 500 ft
(152.5m) in the standard atmosphere.
Note. Examples of the relationship between flight levels and altimeter
indications are given in the following table, the metric equivalents being approximate:
Flight Level Altimeter indication
Number Feet Meters
150 15000 4550
200 20000 6100
250 25000 7620

ENR 1.7-2 AIP
3 June 2010 NEPAL
2.2. Take-off and Climb
2.2.1. A QNH altimeter setting is made available to aircraft in taxi clearance prior to
take off.
2.2.2. Vertical positioning of aircraft during climb is expressed in terms of altitudes

until reaching the transition altitude, above which vertical positioning is expressed in terms of
flight levels.
2.3. Vertical Separation - En route
2.3.1. IFR flights, and VFR flights above transition level FL150, when in level
cruising flight, shall be flown at such flight levels, corresponding to the magnetic tracks shown
in flight tables of cruising levels- Para. 5
2.4. Approach and Landing
2.4.1. A QNH altimeter setting is made available in approach clearance and in

clearance to enter the control zone.
2.4.2. QFE altimeter settings are not available
2.4.3. Vertical positioning of aircraft during approach is controlled by reference to

flight levels until reaching the transition level, below which vertical positioning is controlled
by reference to altitudes.
2.5. Missed Approach
2.5.1. The relevant portions of 2.1.2, 2.2 and 2.4 shall be applied in the event of a
missed approach.
3. Description of Altimeter setting region

(to be developed)
4. Procedures applicable to operators (including pilots)
4.1. Flight planning

The levels at which a flight is to be conducted shall be specified in a fight plan:
a) in terms of flight levels if the flight is to be conducted at or above the transition

level, and
b) in terms of altitudes if the flight is to be conducted in the vicinity of an aerodrome
and at or below the transition altitude.
Note l. Short flight in the vicinity of an aerodrome may often be conducted

only at altitudes below the transition altitude.
Note 2. Flight levels are specified in a plan by number and not in terms of feet
or meters as is the case with altitudes.

AIP ENR 1.7-3
NEPAL 3 June 2010
5. The cruising levels to be observed when so required are as follows,

TABLE OF CRUISING LEVELS
5.1. The pilot-in-command of an IFR or VFR flight at or above FL150, shall select a
level corresponding to the appropriate magnetic track as indicated in the following
semi-circular cruising levels.
5.2. Between FL290 and FL410 (inclusive), RVSM separation of 1000' is applied.
Table 1 : Semi - Circular cruising levels within Kathmandu FIR (VNSM)
TRACK
From 000 degrees to 179 degrees From 180 degrees to 359 degrees
IFR Flight VFR Flight IFR Flight VFR Flight
Flight Level Altitude Flight Altitude Flight Altitude I Flight Altitude
(Ft) Level (Ft) Level (Ft) Level (Ft)
150 15000 155 15500 160 16000 165 16500
170 17000 175 17500 180 18000 185 18500
190 19000 195 19500 200 20000
210 21000 220 22000
230 23000 240 24000
250 25000 260 26000
270 27000 280 28000
290 29000 300 30000
310 31000 320 32000
330 33000 340 34000
350 35000 360 36000
370 37000 380 38000
390 39000 400 40000
410 41000 430 43000
450 45000
5.3. The pilot-in-command of a VFR or IFR flight at or above 3000 ft, below
altitude 13500 ft AMSL shall select a level corresponding to the appropriate magnetic track as
indicated in the following quadrant cruising levels
Table 2: Quadrantal Cruising Levels
000 089 090 179 180 269 270 359
ODD Thousand ODD +500 ft EVEN Thousand EVEN +500 ft
3000 ft 3500 ft 4000 ft 4500 ft
5000 ft 5500 ft 6000 ft 6500 ft
7000 ft 7500 ft 8000 ft 8500 ft
9000 ft 9500 ft 10000 ft 10500 ft
11000 ft 11500 ft 12000 ft 12500 ft
13000 ft 13500 ft

AIP ENR 1.8-1
NEPAL 3June 2010
ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES (DOC 7030)
To be developed

AIP ENR 1.9-1
NEPAL 3June 2010
ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)
To be developed

AIP ENR 1.10-1
NEPAL 3 June 2010
ENR 1.10 FLIGHT PLANNING

(Restriction, limitation, or advisory information)
1. Procedures For The Submission Of A Flight Plan
1.1. A flight plan shall be submitted to the appropriate ATS units in respect of the
following flights,
a) Flight in airways and other airspace whether IFR or VFR,

b) Any flight or portion thereof, to be provided with air traffic control service,
c) Any flight within or into designated areas, or along designated route to facilitate
coordination with appropriate military units or air traffic services unit in adjacent
state in order to avoid possible need for interception for the purpose of
identification,
d) Any flight across international boarder
Note 1. The appropriate ATS unit for the submission of flight plan for TIA,
Kathmandu is ATS Reporting Office (ARO) and relevant Aerodrome Control Tower for other
controlled aerodromes.
1.2. The flight plan submitted to the appropriate ATS unit should be signed and filed
by the pilot-in-command or authorized representative at least sixty minutes prior to departure
(the estimated off block time) using the ICAO flight plan form.
1.3. In the event of delay of 30 minutes for international flights and 60 minutes for
domestic fights in excess of EOBT, the flight plan should be amended or a new flight be
submitted and old flight plan canceled, whichever is applicable.
Note l. If a delay in departure of a controlled flight is not properly reported, the
relevant flight plan data may no longer be readily available to the appropriate ATS unit when
a clearance is ultimately requested, which will consequently result in extra delay for the flight.
Note 2. If any delay in departure or cancellation of an uncontrolled flight is not
properly reported, alerting or search and rescue action may be unnecessarily initiated when
the flight fails to arrive at the destination aerodrome within 30 minutes after its current ETA.
1.4. Flights during which IFR flight procedure is planned on any route segment and
flights capable of instrument flight rule shall insert IFR in the flight plan and those flights
which are not capable of compliance with IFR flights shall insert VFR in the flight plan.
1.5. The total number of persons on board (passengers plus crew) should be stated in
the flight plan.
1.6. In addition, pilots are required to pass the total number of persons (POB) to the
concerned ATC unit when requesting engine start-up during departure and when making first
contact during arrival.
1.7. No flight plans shall be filed for routes deviating from the published ATS route
structure unless prior permission has been obtained from the appropriate ATS unit.

ENR 1.10-2 AIP
3 June 2010 NEPAL
1.8. When a flight is planned to operate in aerodrome traffic circuit or local/ training
flight, detail of the flight shall be submitted to ATS units.
Note. But flight of specific character, such as survey flights, scientific research flights
etc may be exempted from the above restriction (1.7).
1.9. Whenever a flight, for which a flight plan has been submitted, is cancelled, the
appropriate ATS unit shall be informed immediately.
1.10. Changes to a current flight plan for a controlled flight during flight shall be
reported or requested, subject to the provisions in Annex 2, 3.6.2 (Adherence to flight plan).
Significant changes to a flight plan for an uncontrolled VFR flight include changes in
endurance or in the total number of persons on board and changes in time estimates of 30
minutes or more.
1.11. Arrival report (closing a flight plan)

A report of arrival shall be made at the earliest possible moment after landing to the airport
office of the arrival aerodrome by any flight for which a flight plan has been submitted except
when the arrival has been acknowledged by the ATS unit. After landing at an aerodrome which
is not the destination aerodrome (diversionary l), the ATS unit shall be specifically informed
accordingly. In the absence of an ATS unit at the aerodrome of diversion, the pilot is
responsible for passing the arrival report to the destination aerodrome.
Arrival reports shall contain the following elements of information:
aircraft identification
departure aerodrome
destination aerodrome
time of arrival
In the case of diversion, insert the "arrival aerodrome" between "destination aerodrome" and
"time of arrival".
2. Repetitive Flight Plan System
To be developed

AIP ENR 1.11-1
NEPAL 3 June 2010
ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES
1. Flight movement Message relating to traffic into or via Kathmandu FIR shall be
addressed as stated below in order to warrant correct relay and delivery.
Note. Flight movement messages in this context comprise flight plan messages,
amendment messages relating thereto and flight plan cancellation messages (PANS ATM
refers).
Category of flights Route Message

(IFR VFR or both) ( into or via FIR and/or TMA) address
1 2 3
All flights into or via Kathmandu FIR and, in addition, VNKTZQZX
for flights
into Kathmandu ACC VNKTZRZX
into Kathmandu APP/ RADAR VNKTZAZX
into Kathmandu Tower VNKTZTZX
into TIA Kathmandu (ARO) VNKTZPZX
into Pokhara VNPKZTZX
into Nepalgunj VNNGZTZX
into Biratnagar VNVTZTZX
into Janakpur VNJPZTZX
into Simara VNSIZTZX
into Bharatpur VNBPZTZX
into Bhairahawa VNBWZTZX

AIP ENR 1.12-1
NEPAL 3 June 2010
ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT
To be developed

AIP ENR 1.13-1
NEPAL 3 June 2010
ENR 1.13 UNLAWFUL INTERFERENCE
1. General
The following procedures are intended for use by aircraft when unlawful interference occurs
and the aircraft is unable to notify an ATS unit of this fact.
2. Procedures
2.1. Unless considerations aboard the aircraft dictate otherwise, the

pilot-in-command should attempt to continue flying on the assigned track and at the assigned
cruising level at least until notification to an ATS unit is possible or the aircraft is within radar
coverage.
2.2. When an aircraft subjected to an act of unlawful interference must depart from
its assigned track or its assigned cruising level without being able to make radiotelephony
contact with ATS, the pilot-in command should, whenever possible:
a) attempt to broadcast warning on the VHF emergency frequency and other

appropriate frequencies, unless considerations aboard the aircraft dictate otherwise.
Other equipment such as onboard transponders, data links, etc. should also be used
when it is advantageous to do so and circumstances permit; and
b) proceed in accordance with applicable special procedures for in-flight
contingencies, where such procedures have been established and promulgated in
Doc 7030 - Regional Supplementary Procedures; or
c) if no applicable regional procedures have been established, proceed at a level which
differs form the cruising levels normally used for 1FR flight in the area by 300 m
(1000 ft) if above FL 290 or by 150 m (500 ft) if below FL 290.

AIP ENR 1.14-1
NEPAL 3 June 2010
ENR 1.14 AIR TRAFFIC INCIDENTS
1. Definition of Air Traffic Incidents

An "Air Traffic Incident" is a serious occurrence related to the provision of air traffic services.
such as:
a) Aircraft Proximity (AIRPROX)

b) serious difficulty resulting in a hazard to aircraft caused for example, by:
i) faulty procedures
ii) non-compliance with procedures, or
iii) failure of ground facilities.
1.1. Definitions for aircraft proximity (AIRPROX).

Aircraft Proximity: A situation in which, in the opinion of the pilot or the air
traffic services personnel, the distance between aircraft, as
well as their relative positions and speed, has been such
that the safety of the aircraft involved may have been
compromised. Aircraft proximity is classified as follows:
Risk of collision: The risk classification of aircraft proximity in which
serious risk of collision has existed.
Safety not assured: The risk classification of aircraft proximity in which the
safety of the aircraft may have been compromised.
No risk of collision: The risk classification of aircraft proximity in which no
risk of collision has existed.
Risk not determined: The risk classification of aircraft proximity in which
insufficient information was available to determine the
risk involved, or inconclusive or conflicting evidence
precluded such determination.
AIRPROX: The code word used in air traffic incident report to
designate aircraft proximity.
1.2. Air traffic incidents are designated and identified in reports as follows:
Type Designation
Air traffic incident Incident
as a) above AIRPROX (aircraft proximity)
as b) i) and ii) above Procedure
as b) iii) above Facility

ENR 1.14-2 AIP
3 June 2010 NEPAL
2. Use Of The Air Traffic Incident Report Form

(See model on pages ENR 1.14-4 to 1.14-8)
The Air Traffic Incident Report Form is intended for use:
a) by a pilot for filing a report on an air traffic incident after arrival or for confirming a
report made initially by radio during flight.
Note. The form, if available on board, may also be of use in providing a pattern for
making the initial report in flight.
b) by an ATS unit for recording an air traffic incident report received by radio,
telephone or teleprinter.
Note. The form may be used as the format for the text of a message to be transmitted
over the AFS network.
3. Reporting procedures (including in-flight procedures)
3.1. The following are the procedures to be followed by a pilot who is or has been
involved in an incident:
a) during flight, use the appropriate air/ground frequency for reporting an incident of
major significance, particularly if it involves other aircraft, so as to permit the facts
to be ascertained immediately;
b) as promptly as possible after landing, submit a completed Air Traffic Incident
Report Form
1) for confirming a report of an incident made initially as in a) above, or for

making the initial report on such an incident if it had not been possible to
report it by radio;
2) for reporting an incident which did not require immediate notification at
the time of occurrence.
3.2. An initial report made by radio should contain the following information:
a) aircraft identification;
b) type of incident, e.g. aircraft proximity;
c) the incident; 1. a) and b); 2. a), b), c), d), n); 3. a), b), c), i); 4. a), b);
d) miscellaneous: 1. e).
3.3. The confirmatory report on an incident of major significance initially reported

by radio or the initial report on any other incident should be submitted to the DGCA or to the
ATS Reporting Office of the aerodrome of first landing for submission to the DGCA. The pilot
should complete the Air Traffic Incident Report Form, supplementing the details of the initial
reports as necessary.
Note. Where there is no ATS Reporting Office, the report may be submitted to the
nearest ATS unit.

AIP ENR 1.14-3
NEPAL 3 June 2010
4. Purpose of reporting and handling of the form
4.1. The purpose of the reporting of aircraft proximity incidents and their
investigation is to promote the safety of aircraft. The degree of risk involved in an aircraft
proximity incident should be determined in the incident investigation and classified as "risk of
collision", "safety not assured" "no risk of collision" or "risk not determined".
4.2. The purpose of the form is to provide investigatory authorities with as complete
information on an air traffic incident as possible and to enable them to report back, with the
least possible delay to the pilot or operator concerned, the result of the investigation of the
incident and, if appropriate, the remedial action taken.

ENR 1.14-4 AIP
3 June 2010 NEPAL
ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM

AIR TRAFFIC INCIDENT REPORT FORM
For use when submitting and receiving reports on air traffic incidents. In an initial report by
radio, shaded items should be included
A) AIRCRAFT INDENTIFICATION B) TYPE OF INCIDENT
AIRPROX / PROCEDURE / FACILITY*

C) THE INCIDENT
1. General
a) Date/time of incident UTC
b) Position
2. Own aircraft
1. Heading and route
2. True airspeed measured in ( ) Kt_ Kt/h
3. Level and altimeter setting
4. Aircraft climbing or descending
( ) Climbing ( ) Descending
5. Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steeps bank ( ) Inverted ( ) Unknown
6. Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
7. Restrictions to visibility ( Select as many as required)
( ) Sunglare ( ) Windscreen pillar ( ) Dirty windscreen
( ) Other cockpit structures ( ) None
8. Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing/taxi lights ( ) Loga (tail fin) light
( ) Other ( ) None
9. Traffic avoidance advice issued by ATS
( ) Yes, based on radar ( ) Yes, based on visual ( ) Yes, based on other
( ) No ( ) Sighting information
10. Traffic information issued
( ) No ( ) sighting information
11. Airbone collision avoidance system ACA
( ) Not carried ( ) Type
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
*
Delete as appropriate

AIP ENR 1.14-5
NEPAL 3 June 2010
12. Radar identification

( ) No radar available ( ) Radar identification ( ) No radar identification
13. Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
14. Avoiding action taken
( ) Yes ( ) No
15. Type of flight plan IFR /VFR / none
3. Other aircraft
a) Type and call sign / registration (it known)
b) If a) above not known, described below
( ) High wing ( ) Mid wing ( ) Low wing
( ) Rotocraft ( ) 1 engine ( ) 2 engines
( ) 3 engines ( ) 4 engines ( ) More than 4 engines
Marking color or other available details
c) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
f) Lights displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( )Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None ( ) Unknown
g) Traffic avoidance advice issued by ATS
( ) No sighting information ( ) Unknown
h) Traffic information issued
( ) No sighting information ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No ( ) Unknown
4. Distance
a) Closest horizontal distance
b) Closest vertical distance
5. Flight weather conditions
a) IMC* / VMC*
b) Above / below* clouds/ fog / haze or between layers*
c) Distance vertically from cloud________ m / ft* below________ m / ft* above
d) In cloud / rain / snow / fog / haze

ENR 1.14-6 AIP
3 June 2010 NEPAL
e) Flying into / out of* sun

f) Flight visibility___________ m / km*
6. Any other information considered important by the pilot-in-command
D) MISCELLANEOUS
1. Information regarding reporting aircraft
a) Aircraft registration
b) Aircraft type
c) Operator
d) Aerodrome of departure
e) Aerodrome destination
f) Reported by radio or other means to _____ ( name of ATS unit) at time UTC
g) Date / time / place of completion of from
2. Function, address and signature of person submitting report
a) Function
b) Address
c) Signature
d) Telephone number
3. Function and signature of person receiving report
a) Function________________________ b) Signature

AIP ENR 1.14-7
NEPAL 3 June 2010

ENR 1.14-8 AIP
3 June 2010 NEPAL
Instructions for the completion of the Air Traffic Incident Report Form
Item
A Aircraft identification of the aircraft filing the report.
B An AIRPROX REPORT should be filed immediately by radio
C1 Date/time UTC and position in bearing and distance from a navigation aid or in
LAT / LONG
C2 Information regarding aircraft filing the report, tick as necessary.
C2 c) E.g. FL 350/1 013 hPa or 2500 ft/QNH 1007 hPa or 1200 ft / QFE 998 hPa
C3 Information regarding the other aircraft involved.
C4 Passing distance - state units used.
C6 Attached additional papers as required. The diagrams may be used to show
aircraft's Positions
.
D1 f) State name of ATS unit and date / time in UTC.
D1 g) Date and time in UTC.
E2 Include details of ATS unit such as service provided, radiotelephony frequency,
SSR Codes assigned and altimeter setting. Use diagram to show the aircraft's
position and attach additional papers as required.

AIP ENR 2.1-1
NEPAL 3June 2010
ENR 2. AIR TRAFFIC SERVICES AIRSPACE
ENR 2.1 FIR, TMA, CTR
Call sign/
Name Languages Area
Lateral limits and Conditions of
Vertical limits Unit Providing use hours of Frequency/
Clash of airspace Service service Purpose Remarks
1 2 3 4 5
Kathmandu FIR (VNSM):- Primary 126.5 MHZ
All the airspace above an area bounded by the KATHMANDU Kathmandu Primary (Operating on offset-carrier
national boundary of Nepal is divided into two ACC Control/ENG 126.5 MHZ mode)
sectors, 0015-1845** Secondary
(a) Kathmandu Sector: - All Kathmandu FIR 124.7 MHZ
airspace to the East of 083 E longitude
UNL
GND
(b) Nepalgunj Sector: -All Kathmandu FIR Above F150 Kathmandu Primary 1. -All A/C flying on L626
airspace to the west of 083 E Longitude, KATHMANDU Control/ENG 126.5 MHZ route and operating
UNL ACC 0015-1845** Secondary above FL150 shall
GND 124.7 MHZ establish two way
At or below Nepalgunj Tower/ Primary communication with
13500 ft. ENG 0015-1245** 118.3 MHZ Kathmandu ACC.
Nepalgunj 2. All aircrafts at or below
Class of Airspace: Tower 13500 ft. in Nepalgunj
C - Within controlled Airspace (CTA) TMA, sector shall establish two
CTR, and Airways KATHMANDU KATHMANDU Primary way communication with
G - Outside controlled Airspace RADIO RADIO 6607 KHZ Nepalgunj Tower.
0045-1245** Secondary .
2923 KHZ
5th EDITION Civil Aviation Authority of Nepal

ENR 2.1-2 AIP
3June 2010 NEPAL
** From Nov 16 - Feb 15 (0045-1845) UTC 2) From Feb 16 - Nov 15 (0015 -1845) UTC

AIP ENR 2.1-3
NEPAL 3June 2010
ENR 2.1 FIR, UIR, TMA
Call Sign/ Languages /

Name/ Lateral limits/ Vertical limits/ Unit Providing Area and conditions of
class of airspace Service use/ Hours of service Frequency/purpose Remarks
1 2 3 4 5
Katmandu TMA
Lateral Limits: Kathmandu Kathmandu Control Primary
A circle, with a radius of 50 NM centered at ACC ENG 0015-1845** 126.5MHZ
Kathmandu VOR/DME (274029 N 0852057 E) and (Operating in offset-
to the South along Kathmandu FIR boundary and to carrier mode)
the North line joining coordinates 280800 N Secondary
0843351 E, 275043 N 0852234 E and 275524 N 124. 7 MHZ
0861502 E
FL 460
FL 210
Class of Airspace: C
Kathmandu TMA Kathmandu Kathmandu Approach Primary
Lateral Limits: as above Approach/ Kathmandu Radar 120.6MHZ
FL 200 Katmandu ENG Secondary
7500ft AMSL Radar 0015-1845** 125.1 MHZ
Class of airspace : C
**1) From Nov 16- Feb 15 (0045-1845) UTC 2) From Feb 16- Nov 15 (0015 -1845) UTC
5th EDITION Civil Aviation Authority of Nepal

AIP ENR 2.2-1
NEPAL 3 June 2010
ENR 2.2 OTHER REGULATED AIRSPACE
NIL
.

AIP ENR 3.1-1
NEPAL 3 June 2010
ENR 3. ATS ROUTES

ENR 3.1 ATS ROUTES
Route Designator Tracks (Mag) Upper limit Lateral Direction of Remarks/ Controlling
(RNP type) Distance Lower limit Limits cruising levels Unit &Frequency
Name of MFA (NM)
Significant Points Airspace Odd Even
Coordinates classification
B345
FL 460 For Kathmandu/Lhasa/
NONIM
202 FL 240 Kathmandu
275000 N
34 NM FL 250 bi-directional
0872600 E
Class C International ATS Route
Kathmandu ACC Freq.

TUMLI 126.5 MHZ
282 FL 460
271859 E *1. Incoming A/C to
51 NM FL 160
0871143 E Kathmandu may
FL 170*

KIMTI
descend to 13,500'
282 Class C
272948 N after crossing
50 NM 40DME from 'KTM'
0861604 E
*2. Outbound A/C from

KATHMANDU Kathmandu must
270
VOR (KTM) reach FL170 at or
49 NM
274029 N before 40DME from
0852057 E 'KTM'
10 NM
FL 460
NARAN
259 9500 ft
274046 E
54 NM 10500 ft
0842547 E
Class C

BHAIRAHAWA
251
VOR (BWA)
14 NM Kathmandu ACC Freq.
273012 N
0832558E
126.5 MHZ

LUMBI For International flights,
252
272539 N OUTBOUND ONLY
130 NM
0831103 E

LUCKNOW
VOR (LLK)
264535 N
0805207 E
G 598

LUCKNOW
084
VOR (LLK)
204 NM For International flights,
264535 N
0805207 E INBOUND ONLY
Terminates over SMR:

PARSA SIMARA-
085
270822 N KATHMANDU
17 NM
0843954 E FL 460 Follow G-336
9500 ft Kathmandu ACC
SIMARA VOR
10500 ft Freq: 126.5 M
(SMR)
Class C
270951 N
0845856 E

ENR 3.1-2 AIP
3June 2010 NEPAL
Route Designator Tracks (Mag) Upper limit Lateral Direction of Remarks/

(RNP type) Distance Lower limit Limits cruising levels Controlling Unit
Name of Significant MFA (NM) &Frequency
Points Coordinates Airspace Odd Even
classification
G 336

PATNA VOR (PPT)
357
253455 N
79 NM
0850519 E

BIRGA
355 For International
265355 N
16NM Flights
0850030 E FL 460
INBOUND ONLY

SIMARA 10500'
20 NM (Except Kathmandu-
VOR (SMR) 033 11500'
Varanasi)
270951 N 36 NM Class C
Kathmandu ACC
0845856 E Freq. 126.5 MHZ

KATHMANDU
VOR (KTM)
274029 N
0852057 E
G 335

KATHMANDU
VOR (KTM) 103
274029 N 6 NM
0852057 E

LOCATOR
NALINCHOWK 157
(LNC) 46 NM
273901 N
0852754 E
For international

LALBA 156 FL 460 flight,
265650 N 15 NM 11000' OUTBOUND
0854823 E 10 NM
12000' ONLY.
Class C Kathmandu ACC
SEETA
214 Freq: 126.5 MHZ
264244 N
5 NM
0855518 E

JALES
215
263810 N
74 NM
0855151 E

PATNA
VOR (PPT)
253455 N
0850519 E

AIP ENR 3.1-3
NEPAL 3 June 2010
(RNP type) Distance Lower limit Limits (NM) cruising Unit &Frequency
Name of Significant MFA levels
Points Coordinates Airspace
Odd Even
classification
G 463

MONDA 324
252100 N 72 NM
0862600 E

IPLAS
325
261900 N
31 NM INBOUND ONLY
0853900 E
Terminates over
F 460 SIMARA
GAURA
325 10500' For Simara-
264446 N 10 NM
22 NM 11500' Kathmandu
0851852 E
Class C Follow G-336

Kathmandu ACC
ROMEO
324 Freq.- 126.5 MHZ
270247 N
9 NM
0850443 E

SIMARA
VOR (SMR)
270951 N
0845856 E
G 590

VARANASI
VOR (BBN) 048
252712 N 33 NM
0825151 E

RISPA 048 FOR BOTHWAY
254900 N 106 NM Terminates over SMR.
0831900 E SMR-KTM Follow G
10 NM

336
OMUPA 047 Kathmandu ACC
270001 N 14 NM F 460 Freq. 126.5
0844716 E
10500'

SIMARA 11500'
VOR (SMR) Class C
270951 N
0845856 E

ENR 3.1-4 AIP
3June 2010 NEPAL
(RNP type) Distance Lower limit Limits cruising Unit &Frequency
Name of MFA (NM) levels
Significant Points Airspace classification
Odd Even
Coordinates
R 325

KATHMANDU
103
VOR 'KTM' For International Flights
6 NM
274029 N
OUTBOUND ONLY
0852057 E
Kathmandu ACC
Freq. 126.5 MHZ
LOCATOR
157
NALINCHOWK
46 NM
(LNC)
273901 N
0852754 E

LALBA
156
265650 N FL 460
15 NM 10 NM
0854823 E 11000'

12000'
SEETA Class C
152
264244 N
4 NM
0855518 E

JANAK
154
263912 N
96 NM
0855724 E

SALOR
251300 N
0864400 E
R344

KATHMANDU 125
VOR (KTM) 50 NM FL 460
274029 N
10500'
0852057 E
11500'

AHALE Class C
125
271148 N
35 NM
0860705 E

CHURE For International Flights
125
265148 N OUTBOND ONLY
40 NM
0863907 E For INBOUND, prior

10 NM permission required for
BIRATNAGAR International Flights.
164
VOR (BRT) Kathmandu ACC
8 NM
262851 N FL 460 Freq. 126.5 MHZ
0871547 E 9500'

10500'
BIRAT Class C
164
262110 N
49 NM
0871815 E

KATIHAR
NDB (KH)
253400 N
0873330 E

AIP ENR 3.1-5
NEPAL 3 June 2010
Route Designator Tracks (Mag) Upper limit Lateral Direction of Remarks/

(RNP type) Distance Lower limit Limits cruising levels Controlling Unit
Name of MFA (NM) &Frequency
Significant Points Airspace classification Odd Even
Coordinates
G348

KATHMANDU Kathmandu ACC
102
VOR (KTM) Freq. 126.5 MHZ
50 NM
274029 N *1. Incoming A/C to
0852057 E
Kathmandu may
descend to
KIMTI
102
272948 N 13,500' after
51 NM FL 460
0861604 E crossing 40DME
FL160 10 NM
from 'KTM'

TUMLI FL170*
122 *2. Outbound A/C
271859 E Class C
62 NM from Kathmandu
0871143 E must reach

FL170 at or
MECHI before 40DME
122
264605 N from 'KTM'
9 NM
0881055 E

BAGDORA VOR
(BBD)
264118 N
0881936 E
R581

CALCUTTA
VOR (CEA) 328
224403 N 110 NM
0882749 E

DUMKA
241100 N 325 INBOUND ONLY
0872100 E 86 NM terminates over

SIMARA
MONDA
252100 N 324
0862600 E 72 NM

IPLAS
325
261900 N
31 NM
0853900 E

GAURA
325
264446 N
22 NM
0851852 E
FL 460 FOR SIMARA-

ROMEO KATHMANDU.
324 10500'
270247 N 20 NM Follow G-336
9 NM 11500'
0850443 E KATH ACC

Class C Freq: 126.5 MHZ
SIMARA
VOR (SMR)
270951 N
0845856 E

AIP ENR 3.2-1
NEPAL 3 June 2010
ENR 3.2 UPPER ATS ROUTES
Nil

AIP ENR 3.3-1
NEPAL 3 June 2010
ENR 3.3 AREA NAVIGATION (RNAV) ROUTES
Route Designator Tracks Upper limit Lateral Direction of Remarks/

(RNP type) (Mag) Lower limit Limits cruising levels Controlling Unit
Name of Distance MFA (NM) &Frequency
Odd Even
Significant Points Airspace
L626 (RNP10)

KATHMANDU
'KTM' VOR 270 FL 460
274029 N 49 NM 9500 FT
0852057 E* 10500 FT
Class C

NARAN
274046 N 288 FL 460
0842547 E 50 NM FL 150
FL 160 KATHMANDU
Class C ACC

PALPA 126.5 MHZ
275653 N 290 FL 460 NOTE. PILOT MAY
0833216 E 108 NM FL 150 USE 121.5 MHz AS AN
ALTERNATE FRQ IF
FL 160 REQUIRED.
Class C 20 NM KATHMANDU

SUKET APP
283516 N 286 FL 460 120.6 MHZ
0813806 E 81 NM 10500 FT 125.1 MHZ
11500 FT

MAHEN Class C
285748 N 276
0800853 E 3 NM

ONISA
285808 N
0800533 E
*
WGS 84 Coordinates

AIP ENR 3.4-1
NEPAL 3 June 2010
ENR 3.4 HELICOPTER ROUTES
To be developed

AIP ENR 3.5-1
NEPAL 3 June 2010
ENR 3.5 OTHER ROUTES
Route Designator Tracks Upper limit Lateral Direction of Remarks/

(RNP type) (Mag) Lower limit Limits cruising Controlling Unit
Name of Distance MFA (NM) levels &Frequency
Significant Points Airspace Odd Even
W 17

NARAN
282
274046 N
0842547 E 41 NM

JULET
282
274930 N
0834030 E 37 NM UNL Flight Information
9500' service is provided
10 NM

THARA 10500' Kathmandu ACC
284
275720 N Class G Freq. 126.5 MHZ
0830000 E 39 NM

TULSI
280642 N
0821730 E
W 19

BHAIRAHAWA 300
VOR "BWA" 26 NM
273012 N
0832558 E
UNL Flight Information
HARRE 302
274320 N 7000' service is provided
44 NM 10 NM
0830000 E 8000' Kathmandu ACC
Class G Freq. 126.5 MHZ

TULSI
280642 N
0821730 E
W 41

KATHMANDU 294 FL460
VOR "KTM" 50 NM 10500'
274029 N 11500'
0852057 E Class C

MANKA 294
280028 N
i) Air Traffic
29 NM Control service is
0842907 E

provided within
POKHARA 266 UNL
NDB (PHR)
Kathmandu TMA
52 NM 10500'
281202 N and Nepalgunj
11500'
0835904 E Class G CTR.
10 NM
ii) Flight
PUTAN 2670
280840 N Information
38 NM
0830000 E Service is
` provided
TULSI 2690 UNL
280642 N Kathmandu ACC
34 NM 5000'
0821730 E 6000' Freq. 126.5 MHZ
Class G

NEPALGUNG
VOR'NGJ'
280605 N
0813903 E

AIP ENR 3.6-1
NEPAL 3 June 2010
ENR 3.6 ENROUTE HOLDING
TIME
HLDG MNM-MAX (MIN)
ID/FIX/WPT INBD TR Direction MAX IAS HLDG LVL FL/FT or DIST Controlling unit and
Coordinates (MAG) of PTN (KT) (MSL) OUBD Frequency
1 2 3 4 5 6 7
NOPEN 021 Left 230 FL 150 - FL 190 1 Kathmandu APP
11500 ft-13500 ft 1 120.6 MHZ
125.1 MHZ
IGIRS 285 Right 230 10500 ft-13500 ft 1 Kathmandu APP
120.6 MHZ
125.1 MHZ
DARKE 108 Left 230 10500 ft-13500 ft 1 Kathmandu APP
120.6 MHZ
125.1 MHZ
KTM VOR 021 Right 230 FL 150 - FL 250 1 Kathmandu APP
120.6, 125.1 MHZ
Kathmandu ACC
126.5 MHZ
Note. NOPEN and KTM VOR Holding shall not be used simultaneously at the same
level.

AIP ENR 4.1-1
NEPAL 3 June 2010
ENR 4. RADIO NAVIGATION AIDS/ SYSTEM
ENR 4.1 Radio Navigation Aids-En-Route
Name of Station ID Frequency Hrs of Coordinates ELEV DME Remarks

1
Ops ANTENNA
1 2 3 4 5 6 7
BHARATPUR BHP 295 KHZ HJ 274046 N * Antenna Hgt
NDB 0842547 E 70' AGL
BIRATNAGAR BRT 114.10 MHZ H24 262851 N * VOR Range 95 NM,
DVOR/DME (CH 88 X) 0871547 E DME range 92 NM at
11000' AMSL
BIRATNAGAR VTN 358 KHZ HJ 262908 N * Antenna Hgt
NDB 0871559 E 100' AGL
BHAIRAHAWA BWA 114.70 MHZ H24 273012 N * VOR range 78 NM
DVOR/DME (CH 94 X) 0832558 E DME Range 81 NM
at 11000' AMSL
CHANDRAGADI JPA 397 KHZ HS 263412 N *
NDB 0880439 E
DHANGADI DHI 253 KHZ HS 284509 N *
NDB 0803456 E
JANAKPUR JKP 287 KHZ HJ 264244 N* Antenna Hgt
NDB 100' AGL
KATHMANDU KTM 112.30 MHZ H24 274029 N*
DVOR/DME (CH-70 x) 0852057 E
KATHMANDU KAM 318 KHZ H24 274138 N*
NDB 0852113 E
NEPALGUNJ NGJ 115.10 MHZ HJ 280605 N*
DVOR/DME (CH-98 x) 0813903 E
NEPALGUNJ NPJ 330 KHZ HJ 280553 N* Antenna Hgt
NDB 0813921 E 50' AGL
POKHARA (CH 75 x) HJ 281203 N*
DME 0835905 E
POKHARA PHR 336 KHZ HJ 281202 N*
NDB 0835904 E
SIMARA SMR 112.90 H24 270951 N*
MUHZ
DVOR/DME (CH-76 x) 0845856 E
SIMARA SIM 246 KMZ H24 270957 N* Antenna Hgt
NDB 0845900 E 70' AGL
SURKHET SKT 387 KHZ HS 283516 N*
NDB 0813806 E
1 Refer AD-2 for Hours of Operation

AIP ENR 4.2-1
NEPAL 3 June 2010
ENR 4.2 Special Navigation System
Not Applicable

AIP ENR 4.3-1
NEPAL 3 June 2010
ENR 4.3 Global Navigation Satellite System (GNSS)
Coordinates
Name of GNSS Nominal Service Area
element Frequency Coverage Area Remarks
1 2 3 4
GPS 1575.42 MHz On select ATS routes 1.For en-route
within Kathmandu FIR purposes only.
2. No NPAs and DPs

have been published.

AIP ENR 4.4-1
NEPAL 3 June 2010
ENR 4.4 NAME-CODE DESIGNATORS FOR SIGNIFICANT POINTS
Name Code ATS route or Name Code ATS route or

Designator Coordinates other route Designator Coordinates other route
1 2 3 1 2 3
AHALE 271148 N * R 344 CHURE 265148 N * R 344
0860705 E 0863907 E
HARRE 274330 N W 19 MECHI 260600 N G348
0830000 E 0880000 E
JULET 274920 N W 17 NONIM 275000 N B345
0834030 E 0872600 E
PUTAN 280840 N W 41 MANKA 275955 N* W 41
0830000 E 0842910 E
ROMEO 270247 N * G 336 IGRIS 273632 N* HP
0850443 E 0853719 E
THARA 275720 N W 17 DARKE 274441 N* HP
0830000 E 0850618 E
BARBI 275114 N * Mountain Flight NOPEN 272533 N* HP
0855236 E Route 0851429 E
RATAN 271805 N * G336 LALBA 265650 N* G 335, R325
0851115 E 0854823 E
KIMTI 272948 N * G348/ B345 NARAN 274046 N * B 345/ L626
0861604 E 0842547 E W17
PALPA 275653 N* L626 SUKET 283516 N* L626
0833216 E 0813806 E
MAHEN 285748 N* L626 ONISA 285808 N* L626
0800853 E 0800533 E
TUMLI 271859 N* B345/G348 LUMBI 272539 N* B345
0871143 E 0831103 E
PARSA 270822 N* G598 BIRGA 265355 N* G336
0843954 E 0850030 E
SEETA 264244 N* G335/R325 JALES 263811 N* G335
0855518 E 0855151 E
GAURA 264446 N* G463 OMUPA 270001 N* G590
0851852 E 0844716 E
JANAK 263912 N* R325 BIRAT 262110 N* R344
0855724 E 0871815 E
TULSI 280642 N* W17/W19/W41
0821730 E

AIP ENR 4.5-1
NEPAL 3 June 2010
ENR 4.5 AERONAUTICAL GROUND LIGHTS - ENROUTE
Type and
Name IDENT intensity
(Coordinates) (1000 Candles) Characteristics Operation hours Remarks
1 2 3 4 5
(To be developed)

AIP ENR 5.1-1
NEPAL 3 June 2010
ENR 5. NAVIGATION WARNINGS
ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS
REMARKS
(Type of activity, type of
IDENTIFICATION, NAME AND UPPER LIMITS restriction, Nature of Hazard,
LATERAL LIMITS LOWER LIMITS risk of interception)
1 2 3
RESTRICTED AREAS
THIMI GATTHAGHAR 1650 ft (500mt) AGL Helicopters are strictly

274113 N; 0852239 E GND forbidden irrespective of any
274113 N; 0852316 E vertical limit.
274036 N; 0852316 E
274036 N; 0852239 E

AIP ENR 5.2-1
NEPAL 3 June 2010
ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS
To be developed

AIP ENR 5.3-1
NEPAL 3 June 2010
ENR 5.3 OTHER ACTIVITIES OF A DANGEROUS NATURE
To be developed

AIP ENR 5.4-1
NEPAL 3 June 2010
ENR 5.4 AIR NAVIGATTON OBSTACLES - EN-ROUTE
To be developed.

AIP ENR 5.5-1
NEPAL 3 June 2010
ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES
Designation and Lateral limits Vertical limits Operatior/User Remarks and

Tel Nr. Time of ACT
PARA GLIDING AREAS 7000 ft AMSL .. BTN 0445-0945
Pokhara GND UTC Daily
Sarangkot, Dhikki Danda and
Tori Pani area (North West of
Pokhara airport)

AIP ENR 5.6-1
NEPAL 3 June 2010
ENR 5.6 BIRD ACTIVITIES
1. Bird Concentration on or in the Vicinity of Airports

There has been no significant migratory bird concentrations observed on or in the vicinity of
aerodromes. However, stray birds have been encountered by the aircraft now and then:
Bird strike to aircraft, as a potential source of danger, is seen in its most serious from. ATC
will take the best known methods to eliminate or reduce bird strike hazards. It is difficult to
drive away all the birds at all times. Nevertheless, every reasonable effort will be taken to
reduce the bird hazard.
Comprehensive statistical information on bird strikes is indispensable in determining the best

ways to deal with the bird problem. Pilots, aircraft engineers or interested parties are therefore
requested to report all bird strikes to ATC whether or not they resulted in damage to the
aircraft.
To facilitate the reporting of bird strikes, pilots may report them at the earliest opportunity via
RTF to Air Traffic Control.
The RTF phraseology should include the following:
Aircraft Call sign

The phrase "BIRD STRIKE REPORT"
Altitude
Approximate geographical location
Time of incident
Number of birds (an estimate)
Size/Type of birds (if possible)
To obtain a better perspective of the extent of bird hazard, the Authority is also collecting data
on "near misses" with birds. A "near miss" is defined as a situation in which a bird/flock of
birds is within close proximity to an aircraft to cause alarm to the extend whereby pilots would
have to take evasive action had such an action been possible.
Pilots should report all bird strikes and "near misses" to Director General, CAAN or ATS units
concerned by completing the Bird Strike Report form.
Copies of the Bird Strike Report forms are available on request from ATS Reporting office,
TIA and concerned ATS units of domestic airports.

ENR 5.6-2 AIP
3 June 2010 NEPAL

Babar Mahal, Kathmandu
Nepal
BIRD STRIKE REPORT FORM
Operator ...................................................... 01/02 none 32
Aircraft Make/Model .................................. 03/04 aborted take-off 33
Engine Make/Mode .................................... 05/06 precautionary landing 34
Date: day ......... month......year..08 engines 'shut down 35
Local time ....... ............... ............................... 09 other(specify) 36
down A day B dusk C night......... D ... 10 Sky Condition 37
Aerodrome Name ........................................ 11/12 no clouds A
Runway Used ............................................... 13 some cloud B
Location if En Route ........................................ 14 overcast C
Height AGL ............................................ ft 15 fog 38
Speed (IAS) ............................................ ft 16 rain 39
Phase of Flight ............................................... 17 snow 40
parked A enrute E
taxi B decent F
take-off run C approach G Birds Specials
limb D Landing roll H Numbers of Birds
Seen 42 Strike 43
1 A A
2-10 B B
11-100 c e
more c
Size of Birds 44
Small S
medium M
large L
Part(S) of Aircraft Pilot Warned of Birds 45
Struck Damaged Yes y No x
readme 18 Remarks (describe damage, injuries
windshield 19 and 46/47 other pertinent information)
nose (sxcluding above) 20
engine no 1 21
2 22
3 23
4 24
propleller 25
wing/rotater 26
fuselag 27
landing gear 28
tail 29
lights 30
other (specify) 31
Reported by . . . . . . . . . . . . . . . .
Name/Designation . . . . . . . . . . . . . . . . . . . . Date : . . . . . . . . . . . . . . .
(Optional)

AIP ENR 5.6-3
NEPAL 3 June 2010

Babar Mahal, Kathmandu
Nepal
SUPLLEMENTARY BIRD STRIKE REPORTING FORM
OPERATOR COSTS AND ENGINE DAMAGE INFORMATION
A. BASIC DATA
Operator 01-02
Aircraft Makes/Model 03/04
Engine Make/Model 05/06
Aircraft Registration 07
Date of strike: day month year 08
Aerodrome/Location if known 11/12/14
B. COST INFORMATION
Aircraft time out services hour
Estimated cost of repairs or replacement U. S. $ (in thousands) 52
Estimated other costs
(e.g. loss or revenue, fuel, hotels) U.S $ (in thousands) 54
C. SPECIAL INFORMATION ON ENGINE DAMAGE STIRKS

Engine Position number 1 2 3 4
Reason for failure/shutdown 55 56 57 58
uncantainde failure A A A A
fire B B B B
shutdown-vibration C C C C
shutdown-temperature D D D D
shutdown-fire warning E E E E
shutdown-other (specify) F F F F
.
shutdown - unknown Z Z Z Z
-----59 -----60 ------61 -----62

------83 ------64 ------85 -----66
Bird species
* These may be difficult to determine but even estimates are useful.
Reported by .
Name/Designation Date ..
(Optional)
Note. This form is developed as per Manual on ICAO Bird Strike Information System (IBIS)

AIP ENR 6-1
NEPAL 3 June 2010
8000 8030 8100 8130 8200 8230 83 00 8330 8400 8430 8500 8530 86 00 86 30 87 00 87 30 88 00
30 30
30 30
ZWU
R( Q) KUN
MING
FI
FIR (
Z PK M )
U R UMQI
U FIR VN
ND SM
H MA
T
KA
F
NEPAL
D
VI
EN-ROUTE CHART
FIR
30
30
I
L
H
00
00 DE
SCALE 1:1250000
SIMIKOT
9747 - 1801 10/28 G
155
(Consult current NOTAMs for latest information)

200
DARCHULA
2218 - 1937 07/25 C
000
46
BAJHANG
46
12
14
29
RARA
8
4019 - 2100 07/25 G

360
29
BAJURA 30
30 8924 - 1820 18/36 C
BAITADI
14
14
KU
NM
0
4270 - 1640 12 4623 - 1880 09/27 G

32
13 1
03/21 C
5
IN
7
178
KA
3 45
16
21
G
21
RADIO COMMUNICATION FREQUENCY
CRUISING LEVELS
TH
FIR ( Z P

MA
1 Kathmandu 17 Lamidanda (VNLD) 122.5 MHZ
350
36
32
335
03 0 2 0
ND
SANFEBAGAR JUMLA M GND 121.9 MHZ 18 Lukla (VNLK) 122.3 MHZ
UP TO A 13500'FOR IFR & VFR AT OR ABOVE F 150
0
DOTI
K
)
U
9
27 1968 - 1400 03/21 G 24 27 7815 - 2000 09/27 B F TWR 118.1/118.5 MHZ 19 Mahedranagar (VNMN) 122.3 MHZ
1905 - 1400 14/32 G 278 268
37
ACC 126.5/124.7 MHZ 20 Manang (VNMA) 118.3 MHZ
IR
088 KARNA 246
31
165
169
15
0 APP 120.6/125.1MHZ 21 Meghauli (VNMG ) 122.3 MHZ

9
VN
180 000 000
9 1
8
22 359 359
2
ATIS 127 MHZ 22 Nepalganj (VNNG) 118.3 MHZ
SM
13
30
1
78
161
066
03
43
21
EVEN +500 ODD

8
2 Bajhang (VNBG) 122.3 MHZ 23 Phaplu (VNPL) 122.3 MHZ

03
150
ONISA 29 3 Bajura (VNBR) 122.3 MHZ 24 Pokhara (VNPK) 123.8 MHZ IFR VFR IFR VFR
A 6500 A 5000

5
285808 N MANMA 4 Bhairahawa (VNBW) 122.5 MHZ 25 Rajbiraj (VNRB) 118.3 MHZ
A 8500 A 7000 F160 F165 F150 F155
247
03
36
29
200
44
5 Bharatpur (VNBP) 122.3 MHZ 26 Ramechhap (VNRC) 122.3 MHZ
017
29 F180 F185 F170 F175
0800533 E
6 Biratnagar (VNVT) 123.8 MHZ 27 Rara (VNRR) 122.3 MHZ A10500 A 9000 00
00 3 MAHENDRANAGAR
089

12 ... F190 F195
270
L626 276 3 etc. etc.
15
7 Bhojpur (VNBJ) 122.3 MHZ 28 Rukum (Chaurijhari) (VNRK) 122.5 MHZ
712 - 2909 17/35 G 55 ... ...
52
MAHEN 119
55
45
13 8 Chandragadhi (VNCG) 122.5 MHZ 29 Rumjatar (VNRT) 122.3 MHZ

285808 N 8 9 DOLPA F260 F270
18796
05 9 Dang (VNDG) 122.3 MHZ 30 Salley (VNSL) 122.3 MHZ

EVEN ODD +500
090
269
26
31
1
0800533 E 8222 - 1500 15/33 G 10 Dhangadhi (VNDH) 122.3 MHZ 31 Sanfebagar (VNSR) 122.5 MHZ F280 F290
1
K
2 4 9 24 A 6000 A 5500
03
AT 49 11 Dolpa (VNDP) 122.3 MHZ 32 Simara (VNSI) 118.3 MHZ F300

0 F310
358
165
M 29 2 A 8000 A 7500
JOMSOM 12 Janakpur (VNJP) 122.5 MHZ 33 Simikot (VNST) 122.3 MHZ
69
AN 9 etc. etc.
11
6 81 A10000
31
26
0 7 13 Jomsom (VNJS) 122.5 MHZ 34 Surkhet (VNSK) 122.5 MHZ A 9500

DU L62
8
8976 - 2424 06/25 B

0
6 53 etc. etc.
10
14 Jumla (VNJL) 122.5 MHZ 35 Thamkharka (VNTH) 122.3 MHZ

DHANGADHI 11500
33
FI 31

R
016
0
15 Kangel (VNKL) 122.5 MHZ 36 Tumlingtar (VNTR) 123.95MHZ
020
3
0
VN 617 - 5800 09/27 B 11

345
79
Dhawalagiri
72
16 Khanidada (VNKD) 122.5 MHZ 37 Taplejung (VNTJ) 122.5MHZ 18 0

SALLEY 180 1 7 9 1 7 9
55
SM 117 CHAURJAHARI MANANG

26794 2
32 69 2460 - 1600 03/21 G 5184 - 1722 17/35 G 0 5
11145 - 2000 11/29 G
81
286 0
TIKAPUR SURKHET 3 Annapurna I
15
23
11 33 19
297 SUKET 2254 - 3412 02/20 B 26542
40
28 515 - 1800 05/23 G DHORPATAN CTR POKHARA 294 * On ATS route B345/G348 (KIMTI-KTM) 28
178
69 2
283516 N
K AT H
Manasalu 30
22
30 8950 - 1200 09/27 G

C 8000 AMSL
0813806 E
1
26781 1. Incoming A/C to Kathmandu may descend to 13,500' after crossing 40DME from 'KTM'
007
13
29
MAND
000
GND
11 352
2
4
13
12
338
32325
KATHM 111 Himal Chuli
22
4 5 2. Outbound A/C from Kathmandu must reach FL170 at or before 40DME from 'KTM'
7

AND DME 75X
2
3
43
20 26730
53 19
345
NM 54
U FI
345
35
38
349
MANANG PASS
341
U
10 NM
8
GHODEPANI
FIR V
12
sa
4 CTR NEPALGUNJ 1
R
L6208 20

Lha
23
04
04 NS
2
9500 AMSL
V
FL1 6
31
291 M
ROLPA
04
05 C
94
From
BAGLUNG
NS
3
2
123.8
GND 60 4100 - 1500 09/27 C 29 NDB PHR 336 KHz
250 065
M
118.3 3248 - 2000 01/19 G 8

281202 N NDB KAM 318 KHz LANGTANG
To/
TULSI 28 52 0835904 E LOCATOR LNC 252 KHz
NEPALGUNJ PUTAN
267 30
280642 N
38 W41 POKHARA 4 LTH 230 KHz 12000 - 1380 09/27 G KUNMING FIR
518 - 5000 08/26 B 34 070087 (ZP
B34 0
0 0821730 E W41 12000'
5
2696 - 4701 04/22 B KM Sagarmatha
36
W41 280840 N 114
50
VOR/DME NGJ 089 269 VOR/DME KTM
27
14
10500' 2
9
18
6000' 103
W9 CTR KATHMANDU )
5
0830000 E
DANG Mt. Everest
F2
115.1 MHz / 98X 11 41 112.3 MHz / 70X Cho-You 28
21
28 NDB NPJ 330 KHz 12 39 PALUNGTAR 7500 AMSL
14
00 280605 N 2100 - 2730 16/34 G
1
W17 50
0' 274029 N C 26906 29029 00
GND
0
10500 1480- 3600 02/20 G
0813903 E ' MANKA 66 0852057 E 118.1/120.6
THARA
PALPA Lhotse
29
44 37 280028 N
Makalu
W 290 275653 N 27939
51
80 19 275720 N W17 0842907 E
KA
27765
00 0830000 E 10500 0833216 E CTR BHARATPUR 30 TMA KATHMANDU H
39
50
T
M
32
' ' BANDI 9 BARBI AN
6000 AMSL W F460
0
50
101 C 11 41 C
NSM
29 250 SYANGBOCHE DU NONIM
31
HARRE JULET L626 GND 50 R 10 NM 7500' AMSL F IR V
0
41 0' 2 9
This Enroute Chart is thoroughly updated and prepared using existing Aeronautical NM FL16 4 CT 12348 - 1330 13/31 G 275000 N
KA
20 70

122.5 Kanchanjangha
NM
274930 N 0 126.5/120.6
HM W17 070 0
274320 N
202
54 DARKE KATHMANDU 0872600 E
T
32
288
NSM
Charts of scale 1:500000 and other data and information available in the Civil VOR/DME BWA 0834030 E 274046 N
A ND 28169
U F IR V 0830000 E 0
15 NM
10
3
274441 N
CTR
2 4390 - 10000 02/20 B LUKLA
06 283 0842547 E 8 8
Aviation Authority of Nepal (CAAN). DE 114.7 MHz / 94X
31
NARAN 49 0850618 E 281 9324 - 1730 07/25 B
30
0
L 273012 N
7
027 6
HI 090 B345/L626 270 47 JIRI 6063 - 1200 14/32 G 090
27
LNC

FIR 54 094
5
103
0832558 E 259
NM
27 BHARATPUR
18
V IDF 10500' 264 265 24
F2 5
34
C 3 09
095 110 4
03
50
CTR BHAIRAHAWA W1 5 1 105
B34
Coordinates are in Lambert Conformal Conic Projection System with 84 longitude B3 4 LTH
1 0 2 274
80 9 ' 679 - 3900 15/33 B 60 IGRIS 50
10500 AMSL 00 3 BHAIRAHAWA 1 05 0 0 0 6 1 1 B3 45/G34
70 D
27 as the Central Meridian, Standard Parallels 2520 and 3040. C ' 01 344 - 5000 10/28 B MEGHAULI
084 1 10
14 F 170 8 20 290
27
GND
3
13 * KIMTI 30
0
30 12
21
079 502 - 3500 08/26 G 0 PHAPLU
23
122.5 0 5 114
68
41 272948 N 8097 - 2198 02/20 G
27
All heights are in feet. All bearings are magnetic. 14

9
190
TUMLI

18
20N 13 5
022
0
16
157
M
KA
3 R 0861604 E
252
095 H 11 34
294
KANGEL DANDA 51 271859 N TAPLEJUNG
KO L K A B 345/G

MA 50 4
11 336
G 6
TA NOPEN 6880 - 1706 11/29 G 348
021 0'
0871143 E 7936 - 1949 07/25 G
N DU FIR CTR SIMARA 0'
3
LUMBI RUMJATAR F 170 27 266
8 50
LEGEND VNSM 272533 N RAMECHHAP 282

FI 7500 AMSL 290
176
KARTI 6 TUMLINGTAR
130
272539 N R C 0851429 E 4462 - 1801 17/35 G 08
VEC 1617 - 1700 03/21 G 109 40 12
5 0831103 E GND LAMIDANDA
B34 0' F 116 7 2 1316 - 3999 16/34 G
7
ow RATAN
AERONAUTICAL INFORMATION uckn 118.3
21
To L 0
00 14 271805 N 4026 - 1700 08/26 G
356
3
13 42
1
R3 2000
7 1
108 21
176
16
5
Flight Information Region (FIR) 3 0851115 E
03

25
K AT H M A N
05
46 335
AHALE
14
1
271148 N
7
288
03
Control zone boundary
/G '
22
17 0
SIMARA 0860705 E KHANIDANDA BHOJPUR
KO
DELHI FIR VIDF PARSA
59
27
TMA boundary
9
085 18
3963 - 1750 17/35 G 6 AT
LK
445 - 3910 01/19 B 4435 - 1673 08/26 G G3 2
164
KOLKATA FIR VECF 270822 N A
31
ATZ boundary 90 F 1 48
14
021
1 5 THAMKHARKA
7
R
5
ROMEO VOR/DME SMR 27
G598 02
11500'
know 0843954 E 34 70
DU
FIR
04
From Delhi/Luc
27
355 G336
Airway (Controlled route) 11 4 00
FL 100 112.9 MHz / 76X 5200 - 1902 18/36 G
7
00 270247 N 50 16
16
FI
V EC
0
04
Domestic ATS route 0850443 E 270951 N 0'
R

56
202
50
VN
APIPU OMUPA
F
265650 N
62
VFR route 0845856 E
42
270001 N LALBA
22
SM
275842 N 0854823 E
Non - Directional Radio Beacon (NDB) 0844716 E SM CTR JANAKPUR VOR/DME BRT MECHI
15
337
0825454 E BIRGA V N
Locator I R 6000 AMSL CHURE 114.1 MHz / 88X 30 264605 N
F 10 N M C M
262851 N
2
NDU
265355 N GND 265148 N 20 N 0881055 E
32
NM
Compulsory reporting point MA
32
0
0850030 E TH 122.5 0861547 E
si
0863907 E
32
A
na
6
K TAPPU To
VOR/DME SEETA 4 BA & Fro
30
5
ra
356
JANAKPUR R3 0 CTR BIRATNAGAR
Va
G m
10000'
G336
264244 N 4
GAURA 1 10500 AMSL PAR DOG
344
Aerodrome: Paved with refuelling facility 05 4 294
17
m
Magnec Variaon 0 East, 2009 0855518 E 233 - 4265 09/27 B
00 C O RA
ro
264446 N /
GND CHANDRAGADHI
32 2
295 '
/F
Aerodrome: Paved
15
4

32
To 0851852 E
7
2

31
21
123.8 312 - 5000 10/28 B
022
Aerodrome: Unpaved
R5
JANAK
3
5
DODUD JALES RAJBIRAJ 30
BIRATNAGAR
81
263
30 G46 Fro
Aerodrome: Not in operation 263912 N 5 44
/
263600 N 263810 N 083 NDB JPA 397 KHz 26
26 0855724 E 239 - 4200 11/29 G
G 73
236 - 5000 09/27 B

10 590
35
0'
30 Obstruction point, Transmission Tower/View Tower 0850054 E 0855151 E 30
G3
00
0
SCALE 1:1250000
NDB VTN 358 KHz
3
085
27
9
Mountain pass Nautical Miles 0 5 10 20 30 40 50 60 70 80 90 100 Nautical Miles 18
EC F
25
Elevation, Runway length and Runway designation
m
518 - 5000 08/26 B
FIR V
165
G
Ko
DO
From Patna
Kilometers 0
To
a
200 Kilometers
R3 ata
K O L K A TA
5 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190
Grass, Bitumen and Clay
tn
G, B and C
lka
BO
BIRAT
Kol
25
Pa
ta/
To Dh
RP
262110 N
To
R344
Dh
m
0871815 E
Fro
ak
aka
IPLAS
a
8000 8030 8100 8130 8200 8230 83 00 8330 8400 8430 8500 8530 86 00 86 30 87 00 87 30 88 00

AIP ENR 6.2
NEPAL ATS AIRSPACE-INDEX CHART 3 June 2010
800' 8030' 810' 8130' 820' 8230' 830' 8330' 840' 8430' 850' 8530' 860' 8630' 870' 8730' 880' 8830'
3030'
3030'
KATHMANDU FIR: VNSM
IR
IF
KAT
HM
U MQ
AN
DU
F
UR
NEPALGUNJ SECTOR
DF
KATHMANDU SECTOR
IR
VI
VN
IR VNNG TWR 118.3 VNKT ACC 126.5, 124.7
SM
IF
300'
KU
300'
LH N
DE
SIMIKOT
M
IN
G at or below 13500
FIR
(Z
P
VNKT ACC 126.5
at or above FL 150
KM
)
DARCHULA
2930'
2930'
BAJHANG
BAJURA RARA
BAITADI AIRSPACE
Class C : TMA
83 E
DOTI JUMLA
KARNA CTR
SANFEBAGAR ATZ
MANMA
AIRWAYS
290'
290'
ONISA
MAHENDRANAGAR
DOLPA
VNKT APP 120.6,125.1
MAHEN within TMA from 7500 ft to FL 200 Class G : Other than above
DHANGADHI
L62 JOMSOM
6
TH
KA
MA 286 SURKHET SALLEY

ND MANANG
2830'
2830'
U CHAURJAHARI
KAT
FIR
VN TIKAPUR SUKET DHORPATAN
SM
H M AN D
0 NM
2 NM
R 8000 AMSL
ROLPA G'PANI 10
CT
9500 AMSL GND FI
U
R
R
CT
GND BAGLUNG LANGTANG
NEPALGUNJ DANG 267 POKHARA 280800 N
W41 0843351 E
VOR/DME KTM KUNMIN
089 087 GF
W41 269 PUTAN 114 112.3 MHz / 70X IR (
280'
VOR/DME NGJ ZPK
280'
103 KA
115.1 MHz / 98 X TULSI 12 L62 PALUNGTAR 274029 N TH M)
1 6 MAN
280605 N 290 MANKA 0852057 E DU
THARA W17 PALPA W4 275043 N
FI R V NONIM
0813903 E W 1 275524 N NS
19 JULET CTR 10
0852234 E
0861502 E M
DE NM BANDI N 294 BARBI
SYANGBOCHE
31
288
NM
20 T R 10 NM 7500 AMSL
0
LH

070
202
IF R 0
CTR 15
283 GND
C
IR HARRE 06 BHARATPUR DARKE
CT
LUKLA
CTR
10500 AMSL 090 B345/L626 270 KATHMANDU
259
45
GND NARAN 6000 AMSL 265 102 JIRI
2730'
30
2730'
B3
30 NM
1 B345
LEGEND B345 GND 0 IGRIS /G34 PHAPLU
BHAIRAHAWA 079 MEGHAULI 0 NM 23 13
0 8 KIMTI
R2 12

022
TAPLEJUNG
190
252
KATH CT 5 RAMECHHAP KANGEL DANDA
ATS Route 095 MAN
157
DU NOPEN KARTI
36
LUMBI 7500 AMSL 282 TUMLINGTAR

FI

021
G3
VOR/DME BWA GND RUMJATAR TUMLI 12
R3
R
RATAN
Airway 2
KO L K
LAMIDANDA
VN

114.7 MHz / 94X 3
25
05
03
SM
273012 N AHALE KHANIDANDA
/G
PARSA BHOJPUR
G598 SIMARA
33
AT
Control Zone (CTR) 0832558 E
G3
270'
5
R3
270'
AF
48
98
G336
ROMEO 44
G5
THAMKHARKA
IR
Arodrome Traffic Zone (ATZ) OMUPA LALBA
VE
R5
M 30
10 N
CF
2
81
BIRGA TR 6000 AMSL CHURE CTR 20 NM
/G
32
Terminal Control Area(TMA)
M
GND
C
VOR/DME SMR MECHI
337
46
0
N
10500 AMSL
JANAKPUR
30
TAPPU
3
112.9 MHz / 76X GND

GAURA SEETA
270951 N CHANDRAGADHI
VOR/DME 0845856 E
295
ITARI
RAJBIRAJ KOSHI
2630'
30
2630'
JALES JANAK 5 BIRATNAGAR

KO
Reporting Point SCALE 1:22,00,000 LK
ATA RANGA
F IR V
Nautical Miles 25 12.5 0 25 50 75 100 Nautical Miles EC F
VOR/DME BRT
Flight Information Region (FIR) 114.1 MHz / 88X BIRAT
262851 N
0861547 E
800' 8030' 810' 8130' 820' 8230' 830' 8330' 840' 8430' 850' 8530' 860' 8630' 870' 8730' 880'

AIP ENR 6.3
NEPAL 3 June 2010
800' 8030' 810' 8130' 820' 8230' 830' 8330' 840' 8430' 850' 8530' 860' 8630' 870' 8730' 880' 8830'
3030'
3030'
(ZWU Q )
U M Q FIR
NEPAL
KAT
I
HM
AND
U F
UR
IR
DF
RADIO FACILITY INDEX CHART
VNS
SIMIKOT
VI
R
HF:5858K
300'
KU
M
300'
FI
HI NM
L VHF:122.3,122.5 M
DE ING
FI R
(Z
PK
M
)
DARCHULA RARA
BAJHANG HF: 5858 K
2930'
2930'
HF:5858K VHF: 122.3 M

VHF:122.3 M BAJURA
BAITADI HF: 5858K
VHF:122.5 M,122.3 M
DOTI SANFEBAGAR JUMLA

HF: 5858K HF:5858 K
VHF:122.5M VHF:122.5,122.3 M
290'
290'
MAHENDRANAGAR DOLPA
HF: 5858K HF: 5858 K
VHF:122.3 M VHF: 122.5,122.5 M JOMSOM CHINA
HF:5858 K
DHANGADHI VHF: 122.5
HF:5858 K
SURKHET SALLEY
HF:5858 K HF: 5858 K
VHF:122.3 M
VHF:122.5,122.3 M VHF: 122.3 M MANANG
2830'
KAT
2830'
HM HF: 5858 K
AN TIKAPUR CHAURJAHARI VHF: 118.3 M
DU HF:5858 K DHORPATAN
FIR
KAT H M
V VHF:122.5,122.3 M
POKHARA
NS
HF:5885 K
M
NEPALGUNJ ND
A
BAGLUNG VHF:123.5 M U F
I R VNSM
HF:5858 K NDB:336 K PHR
VHF:118.3 M ROLPA DME 75 X LANGTANG KUNMING
NDB:330K,NPJ DANG FIR
(
280'
ZP
280'
DVOR:115.1 M NGJ HF:5858 K KM

DME98X VHF:122.3 M PALUNGTAR HF:5885 K, 5805.5 K
)
VHF:126.5 M, 124.7 M
APP:120.6 M, 125.1 M
DE BHARATPUR TWR:118.1M, 118.5 M SYANGBOCHE K AT HM N
A DU FIR VNSM
LH HF:5885 K KATHMANDU SMC:121.9 M LUKLA
I F
IR
BHAIRAHAWA VHF:122.3 M
ATIS:127.0 M HF: 5805.5 K
HF 5858 K VHF:122.3 M
VID
F NDB:295 K, BHP DVOR: 112.3 KTM JIRI
2730'
2730'
VHF: 122.5 M DME: 70X PHAPLU TAPLEJUNG

DVOR: 114.7 M BWA HF: 5805.5 K
DME 94 X
MEGHAULI NDB: 318 K KAM HF: 58O5.5 K
LOC: 252 K LNC VHF122.3,122.5 M VHF: 122.3 122.5 M
KATH KANGEL
MAND LOC: 230 K LTH
U FI RUMJATAR LAMIDANDA
KOL RAMECHHAP HF:5805.5 K HF:5805.5 K TUMLINGTAR
R
K ATA F
VNS
IR V VHF: 122.5 M VHF: 122.5 M HF:5805.5 K
SIMARA
M
KHANIDANDA VHF: 123.95 M
ECF
HF:5858 K
VHF:118.3 M BHOJPUR
270'
270'
KO
INDIA NDB:256 K, SIM THAMKHARKA
HF:5805.5 K
LK
DVOR: 112.9 M, SMR VHF: 122.3 M
LEGEND
ATA
DME 76 X
JANAKPUR BIRATNAGAR
FIR VECF
International Aerodrome HF:5805.5 K HF: 5805.5 K
VHF: 122.5 M VHF;123.8 M
NDB: 287 K, JKP NDB: 358 K, VTN CHANDRAGADHI
National Aerodromes (Controlled) DVOR: 114.1 M BRT HF: 5805.5 K
RAJBIRAJ DME: 88X VHF: 122.5, 122.3 M
2630'
2630'
NDB: 397 K, JPA

National Aerodromes (STOL/AFIS) SCALE 1:22,00,000
Nautical Miles 25 12.5 0 25 50 75 100 Nautical Miles
National Aerodromes (STOL/Unmanned)
800' 8030' 810' 8130' 820' 8230' 830' 8330' 840' 8430' 850' 8530' 860' 8630' 870' 8730' 880'

AIP ENR 6-1
NEPAL 3 June 2010
ENR 6. EN-ROUTE CHARTS

AIP ENR 6-2
NEPAL 3 June 2010
AIR TRAFFIC SERVICES AIRSPACE - INDEX CHART

AIP ENR 6-3
NEPAL 3 June 2010
RADIO FACILITY INDEX CHART

AIP ENR 7.1-1
NEPAL 3 June 2010
ENR 7. RVSM POLICY AND PROCEDURES IN KATHMANDU FIR
1. ENR 7.1 Introduction
1.1. In order to minimize flight level transition requirements for flights entering and
leaving Kathmandu FIR (VNSM), RVSM shall be implemented permanently.
1.2. To harmonize with RVSM operation within adjacent FIRs, RVSM operation
within Kathmandu FIR (VNSM) shall be conducted in all ATS routes (except domestic)
between FL290 and FL410 (inclusive).
1.3. Non RVSM approved aircraft shall fly below RVSM airspace unless prior
approval has been obtained from the Kathmandu ACC for such aircraft to operate in RVSM
airspace. In the assignment of cruising level in RVSM airspace, RVSM approved aircraft shall
be given priority over non RVSM approved aircraft.
1.4. When an RVSM approved aircraft reports that it is no longer RVSM compliant
before the transfer of control point, Kathmandu ACC shall immediately notify the adjacent
ACC of this fact and provide conventional vertical separation of 2000 ft between this aircraft
and other aircraft.
2. Airworthiness Operational Approval and Monitoring
2.1. Operators must obtain airworthiness and operational approval from the State of
Registry or State of the Operator, as appropriate, to conduct RVSM operations.
2.2. Operators are required to participate in the RVSM aircraft monitoring program.
This is an essential element of the RVSM implementation program in that it confirms that the
aircraft altitude-keeping performance standard is being met.
2.2.1. The Monitoring Agency for Asia Region (MAAR) will process the results of
monitoring for Asia Region. Website and the information can be accessed by:
a) Accessing the "monitoring Program" section of the MAAR website

b) The Internet address for MAAR is: http://www.aerothai.or.th/maar
3. ACAS II and Transponder Equipage
3.1. The ICAO Asia/Pacific RVSM Implementation Task Force recommends that
those aircraft equipped with ACAS and operated in RVSM airspace be equipped with ACAS
II. (TCAS II system with version 7.0 incorporated meet ICAO ACAS II standards).
3.2. Operators must take action to inform themselves of ACAS II equipage

requirements and plan for compliance. ICAO and individual States have established policies
requiring ACAS II equipage and schedules for compliance. The Asia Pacific Air Navigation
Planning and Implementation Regional Group (APANPIRG) has endorsed early ACAS II
equipage in the region.
3.3. ICAO Annex 6, Part II, state that, starting 1 January 2000, IGA airplanes shall
be equipped with a pressure altitude reporting transponder certified by the appropriate state

ENR 7.1-2 AIP
3 June 2010 NEPAL
authority as meeting the provisions of Annex 10. The operators are required to follow the
policy stated in Civil Aviation Authority of Nepal (CAAN) Flight Operation Requirement
(FOR) regarding ACAS II equipage requirements and plan for compliance.
4. In-flight Procedures within RVSM Airspace
4.1. Before entering RVSM airspace, the pilot should review the status of required
equipment. The following equipment should be operating normally:
a) two primary altimetry systems;

b) one automatic altitude-keeping device;
c) one altitude-alerting device; and
d) one operating transponder with operational Mode 'C'
4.2. The pilot must notify ATC whenever the aircraft:
a) is no longer RVSM compliant due to equipment failure; or

b) experiences loss of redundancy of altimetry system; or
c) encounters turbulence that affects the capability to maintain flight level.
See pages ENR 7.12-7.16 for pilot and controller actions in contingency scenarios.
4.3. During cleared transition between levels, the aircraft should not overshoot or
undershoot the assigned FL by more than 150 ft (45m).
4.4. Except in a radar environment, pilots shall report reaching any altitude assigned
within RVSM airspace.
4.5. Paragraph 6.0 below contain procedures for in-flight contingencies that have
been updated for RVSM operations.
5. Weather Deviation Procedures in the Kathmandu FIR.

General Procedures
5.1. The following procedures are intended to provide guidance. All possible
circumstances cannot be covered. The pilot's judgment shall ultimately determine the sequence
of actions taken and ATC shall render all possible assistance.
5.2. If the aircraft is required to deviate from track to avoid weather and prior
clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest
possible time. In the meantime, the aircraft shall follow the procedures detailed in paragraph
6.9 below.
5.3. The pilot shall advise ATC when weather deviation is no longer required, or
when a weather deviation has been completed and the aircraft has returned to the centerline of
its cleared route.
5.4. When the pilot initiates communications with ATC, rapid response may be
obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired
on the frequency and for ATC response.

AIP ENR 7.1-3
NEPAL 3 June 2010
5.5. The pilot still retains the option of initiating the communications using the
urgency call "PAN PAN" to alert all listening parties to a special handing condition, which
may receive ATC priority for issuance of a clearance or assistance.
5.6. When controller-pilot communications are established, the pilot shall notify
ATC and request clearance to deviate from track, advising, when possible, the extent of the
deviation expected. ATC will take one of the following actions;
a) If there is no conflicting traffic in the horizontal dimension, ATC will issue

clearance to deviate from track; or
b) If there is conflicting traffic in the horizontal dimension, ATC will separate aircraft
by establishing vertical separation or, if unable to establish vertical separation, ATC
shall;
i) Advice the pilot unable to issue clearance for requested deviation

ii) Advice pilot of conflicting traffic
iii) request pilot's intentions
SAMPLE PHRASEOLOGY:
"Unable (requested deviation), traffic is (call sign, position, altitude, direction), advice
intentions."
5.7. The pilot will take the following actions:
a) advice ATC of intentions by the most expeditious means available,

b) comply with air traffic control clearance issued or
c) Execute the procedures detailed in 6.9 below. (ATC will issue essential traffic
information to all affected aircraft).
d) If necessary, establish voice communications with ATC to expedite dialogue on the
situation.
Actions to be taken if a revised air traffic control clearance cannot be obtained,
5.8. The pilot shall take the actions listed below under the provision that pilot may
deviate from rules of the air (e.g., the requirement to operate on route or track center line
unless otherwise directed by ATC), when it is absolutely necessary in the interests of safety to
do so.
5.9. If a revised air traffic control clearance cannot be obtained and deviation from
track is required to avoid weather, the pilot shall take the following actions:
a) If possible, deviate away from an organized track or route system;

b) Establish communication with and alert nearby aircraft position (including the ATS
route designator or the track code) and intentions (including the magnitude of the
deviation expected) on the frequency in use, as well as on frequency 121.5MHz (or,
as a back-up, the VHF inter-pilot air-to-air frequency).
c) Watch for confecting traffic both visually and by reference to ACAS;
d) Turn on all aircraft exterior lights (commensurate with appropriate operating
limitations);
e) For deviations of less than 10NM, aircraft should remain at the level assigned by
ATC;

ENR 7.1-4 AIP
3 June 2010 NEPAL
f) For deviations of greater than 10NM, when the aircraft is approximately 10 NM

from track, initiate a level change based on the following criteria:
Route center line track Deviation> 10NM Level change

EAST LEFT DESCEND 300 ft
000-179 magnetic RIGHT CLIMB 300 ft
WEST LEFT CLIMB 300 ft
180-359 magnetic RIGHT DESCEND 300 ft
Note. 6.9 (b) and (c) above calls for the pilot to: broadcast aircraft position and
pilot's intentions, identify conflicting traffic and communicate air-to-air with near-by aircraft.
If the pilot determines that there is another aircraft at or near the same FL with which his
aircraft might conflict, then the pilot is expected to the path of the aircraft, as necessary, to
avoid conflict.
g) If contact was not established prior to deviating, continue to attempt to contact ATC
to obtain a clearance. If contact was established, continue to keep ATC advised of
intentions and obtain essential traffic information.
h) When returning to track, be at its assigned flight level, when the aircraft is within
approximately 10NM of center line.
6. Flight planning Requirements
6.1. Unless special arrangement is made as detailed bellow, RVSM approval is

required for operators and aircraft to operate within designated RVSM airspace. The operator
must determine that the appropriate State authority has granted them RVSM operational
approval and they will meet the RVSM requirements for the field route of flight and any
planned alternate routes. The letter "W" shall be inserted in item 10 (Equipment) of the ICAO
standard flight plan to indicate that the aircraft is RVSM approved.
7. Procedures for Operation of Non-RVSM Compliant Aircraft in RVSM

airspace
7.1. It should be noted that RVSM approved aircraft will be given priority for level
allocation over non- RVSM approved aircraft.
7.2. The vertical separation minimum between non-RVSM aircraft operating in the
RVSM stratum and all other is 2,000ft.
7.3. Non-RVSM compliant aircraft operating in RVSM airspace should use the
phraseology contained in ENR 7.17-7.18.
7.4. Non-RVSM compliant aircraft may be cleared to climb to and operate above FL
290 or descend to and operate below FL 410 provided that they:
a) Do not climb or descend at less than the normal rate for the aircraft and
b) Do not level off at an intermediate level while passing through the RVSM stratum.
7.5. Non-RVSM compliant aircraft may not flight plan between FL 290 and FL 410
(both inclusive) within RVSM airspace, except for the following situations:

AIP ENR 7.1-5
NEPAL 3 June 2010
a) The aircraft is being initially delivered to the State of registry or Operator (See
Paragraph 9.0 for additional details and information): or
b) The aircraft was formally RVSM approved but has experienced an equipment
failure and is being flown to a maintenance facility for repair in order to meet
RVSM requirements and/or obtain approval; or
c) The aircraft is transporting a spare engine mounted under the wing; or
d) The aircraft is being utilized for mercy or humanitarian purposes; or
e) State aircraft (those aircraft used in military, customs and police services shall be
deemed state aircraft)
Note.The procedures are intended exclusively for the purpose indicated and not as a
means to circumvent the normal RVSM approval process.
7.5.1. The assignment of cruising levels to non-RVSM complaint aircraft listed in

paragraph 8.5 (a) to (e) shall be subject to an ATC clearance. Aircraft operators shall include
"STS/ CATEGORY" (i.e. FERRY/ HUMANITARIAN/ MILITARY/ CUSTOMS/POLICE)/
NON- RVSM COMPLIANT" in field 18 of the ICAO Flight Plan.
7.5.2. Where necessary, the Kathmandu Area Control Center may be contacted as
follows:
Telephone: 977-1-4113259
AFTN: VNKTZRZX
FAX: 977-1-4113168
E-Mail: planstat@tiairport.com.np
8. Procedure for Aircraft that are RVSM Compliant on delivery.
8.1. An aircraft that is RVSM compliant on delivery may operate in RVSM airspace
provided that the crew is trained on RVSM policies and procedures applicable in the airspace
and the responsible State issues the operator a letter of authorization approving the operation.
State notification to the Monitoring Agency for Asia Region (MAAR) should bein the form of
a letter, e-mail of fax documenting the one time flight. The planned date of the flight, flight
identification, registration number and aircraft type/series should be included.
9. Procedures for Suspension of RVSM
9.1. Air traffic services will consider suspending RVSM procedures within affected
areas of the Kathmandu FIR when there are pilot reports of greater than moderate turbulence.
Within areas where RVSM procedures are suspended, the vertical separation minimum
between all aircraft will be 2,000ft.
10. Guidance for pilots and Controllers for Action in the Event of Aircraft
System Malfunction or Turbulence Greater than Moderate
10.1. See pages ENR 7.16 for guidance in these circumstances.

ENR 7.1-6 AIP
3 June 2010 NEPAL
11. Procedure for Air-Ground Communication Failure
11.1. The air ground communication failure procedures specified in ICAO PANS-
ATM DOC 4444 should be applied, in conjunction with AIP NEPAL. The following
procedures should be followed normally.
11.2. Communication failure

In case of communication failure, the aircraft shall comply with the communication
failure procedures of annex 10, Volume II, and with such of the following procedures
as are appropriate. In addition, the aircraft, when forming part of the aerodrome traffic
at a controlled aerodrome, shall keep a watch for such instructions as may be issued by
visual signals.
11.2.1. Action by pilot-in command.

11.2.1.1. If in visual meteorological conditions, the aircraft shall:
a) continue to fly in visual meteorological conditions;

b) land at the nearest suitable aerodrome; and
c) report its arrival by the most expeditious means to the appropriate air traffic control
unit.
11.2.1.2. If in instrument meteorological conditions or when conditions are such that

it does not appear feasible to complete the flight in accordance with Para 11.2.1.1, the aircraft
shall:
a) maintain the last assigned speed and level, or minimum flight altitude if higher, for
a period of 20 minutes following the aircraft's failure to report its position over a
compulsory reporting point and thereafter adjust level and speed in accordance with
the filed flight plan;
b) proceed according to the current flight plan route to the appropriate designated
navigation aid serving the destination aerodrome and, when required to ensure
compliance with (c) below, hold over this aid until commencement of descent;
c) commence descent from the navigation aid specified in (b) at, or as close as
possible to, the expected approach time last received and acknowledged; or, if no
expected approach time has been received and acknowledged, at, or as close as
possible to, the estimated time of arrival resulting from the current flight plan;
d) complete a normal instrument approach procedure as specified for the designated
navigation aid; and
e) land, if possible, within thirty minutes after the estimated time of arrival specified
in (c) or the last acknowledged expected approach time, whichever is later.
Note1. As evidenced by the meteorological conditions prescribed therein,

Para 11.2.1.1 relates to all controlled flights, whereas Para 11.2.1.1 relates only to
IFR flights.
Note 2. The provision of air traffic control service to other flights operating in
the airspace concerned will be based on the premise that an aircraft experiencing
communication failure will comply with the rules in Para 11.2.1.2
11.2.2. Action by Air Traffic Control Unit

AIP ENR 7.1-7
NEPAL 3 June 2010
Note 1. See alo PANS - ATM Doc 4444 Chapter 6, Para 6.3.2.4. concerning
departure clearances containing no geographical or time limit for an initial level and
procedures to be applied in relation to an aircraft experiencing air-ground
communication failure under such circumstances.
11.2.2.1. Action by air traffic control units when unable to maintain two-way
communication with an aircraft operating in a control area or control zone shall be as outlined
in the paragraphs which follow.
11.2.2.2. As soon as it is known that two- way communication has failed, action shall
be taken to ascertain whether the aircraft is able to receive transmissions from the air traffic
control unit by requesting it to execute a specified maneuver which can be observed by radar or
to transmit, if possible, a specified signal in order to indicate acknowledgement.
11.2.2.3. The applicable vertical separation minimum between an aircraft
experiencing a communication failure in flight and any other aircraft shall be 600m (2000 ft),
unless an appropriate horizontal separation minimum exists. If the aircraft fails to indicate that
it is able to receive and acknowledge transmissions, the separation shall be maintained between
the aircraft having the communication failure and other aircraft , based on the assumption that
the aircraft will;
a) if in visual meteorological conditions: comply with the provisions in Para 11.2.1.1.

above
b) if in instrument metrological conditions or when conditions are such that it does not
appear feasible to complete the flight in accordance with (a): comply with the
provisions in Para 12.2.1.2 above
Note1. Since ATC is often unable to determine the extent of any equipment
failure for an aircraft experiencing a communication failure in flight, ATC shall
provide a vertical separation as mentioned in Para 11.2.2.3 above.
Note2. Provisions related to minimum levels are contained in Annex 2, Para
5.1.2.
Note3. As evidenced by the meteorological conditions prescribed therein,
Para 11.2.2.3 (a) relates to all controlled flights, whereas Para 11.2.2.3 (b) relates
only to IFR flights.
11.2.2.4. Action taken to ensure suitable separation shall cease to be based on the
assumption stated in Para 11.2.2.3 when:
a) it is determined that the aircraft is following a procedure differing from that in Para
11.2.2.3; or
b) through the use of electronic or other aids, air traffic control units determine the
actions differing from that required by Para 11.2.2.3 may be taken without
impairing safety; or
c) positive information is received that the aircraft has landed.
11.2.2.5. As soon as it is known that two-way communication has failed, appropriate

information describing the action taken by the air traffic control unit, or instructions justified
by any emergency situation, shall be transmitted blind for the attention of the aircraft
concerned, on the frequencies available on which the aircraft is believed to be listening,
including the voice frequencies of available radio navigation or approach aids, Information
shall also be given concerning:

ENR 7.1-8 AIP
3 June 2010 NEPAL
a) weather conditions favorable to a cloud-breaking procedure in areas where

congested traffic may be avoided; and
b) weather conditions at suitable aerodromes.
11.2.2.6. Pertinent information shall be given to other aircraft in the vicinity of the
presumed position of the aircraft experiencing the failure.
11.2.2.7. As soon as it is known that an aircraft, which is operating in its area of
responsibility, is experiencing an apparent radio communication failure, an air traffic services
unit shall forward information concerning the radio communication failure to all air traffic
services units concerned along the route of flight. The ATS units in whose area the destination
aerodrome is located shall take steps to obtained information on the alternate aerodrome(s) and
other relevant information specified in the filed flight plan, if such information is not available.
11.2.2.8. If circumstances indicate that a controlled flight experiencing a
communication failure might proceed to (one of ) the alternate aerodrome(s) specified in the
flight plan, the air traffic control unit(s) serving the alternate aerodrome(s) and any other air
traffic control units that might be affected by a possible diversion shall be informed of the
circumstances of the failure and requested to attempt to establish communication with the
aircraft at a time when the aircraft could possibly be within communication range. This shall
apply particularly when, by agreement with the operator or a designated representative, a
clearance has been transmitted blind to the aircraft concerned to proceed to an alternate
aerodrome, or when weather conditions at the aerodrome of intended landing are such that a
diversion to an alternate is considered likely.
11.2.2.9. When an air traffic control unit receives information that an aircraft, after
experiencing a communication failure has re-established communication or has landed, that
unit shall inform the air traffic services unit in whose area the aircraft was operating at the time
the failure occurred, and other air traffic services units concerned along the route of flight,
giving necessary information for the continuation of control if the aircraft is continuing in
flight.
11.2.2.10. If the aircraft has not reported within thirty minutes after:
a) the estimated time of arrival furnished by the pilot;

b) the estimated time of arrival calculated by the ACC; or
c) the last acknowledge expected approach time,
Whichever is latest, pertinent information concerning the aircraft shall be forwarded to

aircraft operators, or their designated representatives, and pilots-in-command of any
aircraft concerned and normal control resumed if they so desire. It is the responsibility
of the aircraft operators, or their designated representatives, and pilots-in command of
aircraft to determine whether they will resume normal operations or take other action.
11.2.2.11. The RADAR Procedures
11.2.2.11.A. Aircraft radio transmitter failure
11.2.2.11.A.1. If two-way communication is lost with an aircraft, the radar controller
should determine whether or not the aircraft's receiver is functioning by instructing the aircraft
on the frequency so far used to acknowledge by making a specified maneuver and by
observing the aircraft's track, or by instructing the aircraft to operate IDENT or to make code
changes.

AIP ENR 7.1-9
NEPAL 3 June 2010
Note. Transponder-equipped aircraft experiencing radio-communication

failure will operate the transponder on Mode A Code 7600
11.2.2.11. A.2 If the action prescribed in Para 11.2.2.11A.1 is unsuccessful, it shall be
repeated on any other available frequency on which it is believed that the aircraft might be
listening.
11.2.2.11. A.3 In both the cases covered by Para 11.2.2.11.A.1 and Pare
11.2.2.11.A.2, and maneuvering instructions shall be such that the aircraft would regain its
current cleared track after having complied with the instructions receives.
11.2.2.11.A.4 where it has been established by the action in Para 11.2.2.11A.1 that
the aircraft's radio receiver is functioning, continued control of transponder-equipped aircraft
where SSR is available can be effected using code changes or IDENT transmissions to obtain
acknowledgement of clearances issued to the aircraft.
11.2.2.11. B Complete aircraft communication failure

When a controlled aircraft experiencing complete communication failure is operating or
expected to operate in an area and at flight levels where radar separation is applied,
such separation may continue to be used. However, if the aircraft experiencing the
communication failure is not identified, radar separation shall be applied between
aircraft under radar control and all unidentified aircraft observed along the expected
route of the aircraft with the communication failure, until such time as it is known, or
can safety be assumed, that the aircraft with radio failure has passed through the
airspace concerned, has landed, or has proceeded elsewhere.
11.2.2.11. C Aircraft transponder failure in areas where the carriage of a functioning
transponder is mandatory.
11.2.2.11. C.1 When an aircraft experiencing transponder failure after departure is
operating or expected to operate in an area where the carriage of a functioning transponder
with specified capabilities is mandatory, the ATC units concerned should endeavor to provide
for continuation of the flight to the aerodrome of first intended landing in accordance with the
flight plan. However, in certain traffic situations, either in terminal areas or en-route,
continuation of the flight may not be possible, particularly when failure is detected shortly after
take-off. The aircraft may then be required to return to the departure aerodrome or to land at
the nearest suitable aerodrome acceptable to the operator concerned and to ATC
11.2.2.11.C.2 In case of a transponder failure which is detected before departure
from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should
be permitted to proceed, as directly as possible, to the nearest suitable aerodrome where repair
can be made. When granting clearance to such aircraft, ATC should take into consideration the
existing or anticipated traffic situation and may have to modify the time of departure, flight
level or route of the intended flight. Subsequent adjustments may become necessary during the
course of the flight.
11.2.2.12. The RADAR Procedures
11.2.2.11. A Aircraft radio transmitter failure
11.2.2.11.A.1. If two-way communication is lost with an aircraft, the radar controller
should determine whether or not the aircraft's receiver is functioning by instructing the aircraft
on the frequency so far used to acknowledge by making a specified maneuver and by
observing the aircraft's track, or by instructing the aircraft to operate IDENT or to make code
changes.

ENR 7.1-10 AIP
3 June 2010 NEPAL
Note. Transponder-equipped aircraft experiencing radio-communication

failure will operate the transponder on Mode A Code 7600.
11.2.2.11. A.2. If the action prescribed in Para 11.2.2.11.A.1 is unsuccessful, it shall
be repeated on any other available frequency on which it is believed that the aircraft might be
listening.
11.2.2.11. A.3 In both the cases covered by Para 11.2.2.11.A.1 and Para
11.2.2.11.A.2, any maneuvering instructions shall be such that the aircraft would regain its
current cleared track after having complied with the instructions received.
11.2.2.11. A.4 Where it has been established by the action in Para11.2.2.11.A.1 that
the aircraft's radio receiver is functioning, continued control of transponder-equipped aircraft
where SSR is available can be affected using code changes or IDENT transmissions to obtain
acknowledgement of clearances issued to the aircraft.
11.2.2.11. B. Complete aircraft communication failure
When a controlled aircraft experiencing complete communication failure is operating or
expected to operate in an area and at flight levels where radar separation is applied,
such separation may continue to be used. However, if the aircraft experiencing the
communication failure is not identified, radar separation shall be applied between
aircraft under radar control and all unidentified aircraft observed along the expected
route of the aircraft with the communication failure, until such time as it is known, or
can safely be assumed, that the aircraft with radio failure has passed through the
airspace concerned, has landed, or has proceeded elsewhere.
11.2.2.11. C Aircraft transponder failure in areas where the carriage of a functioning
transponder is mandatory.
11.2.2.11. C.1 When an aircraft experiencing transponder failure after departure is
operating or expected to operate in an area where the carriage of a functioning transponder
with specified capabilities is mandatory, the ATC units concerned should endeavor to provide
continuation of the flight to eh aerodrome of first intended landing in accordance with the
flight plan. However, in certain traffic situations, either in terminal areas or en-route,
continuation of the flight may not be possible, particularly when failure is detected shortly after
take-off. The aircraft may then be required to return to the departure aerodrome or to land at
the nearest suitable aerodrome acceptable to the operator concerned and to ATC.
11.2.2..11.C.2 In case of a transponder failure which is detected before departure
from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should
be permitted to proceed, as directly as possible, to the nearest suitable aerodrome where repair
can be made. When granting clearance to such aircraft, ATC should take into consideration the
existing or anticipated traffic situation and may have to modify the time of departure, flight
level or route of the intended flight. Subsequent adjustments may become necessary during the
course of the flight.

AIP ENR 7.1-11
NEPAL 3 June 2010
CONTINGENCY SCENARIOS.
The following paragraphs summarize pilot actions to mitigate the potential for conflict with
other aircraft in certain contingency situations. They should be reviewed in conjunction with
the expanded contingency scenarios detailed in paragraph 6.0 and 12.0 which contain
additional technical and operational detail.
*Scenario 1: The pilot is : 1) unsure of the vertical position of the aircraft due to the
loss or degradation of all primary altimetry systems, or 2) unsure of the capability to
maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude
control systems.
The Pilot should: ATC can be expected to :
Initially: maintain CFL and evaluate the aircraft's
capability to maintain altitude through manual
control.
Subsequently: Watch for conflicting traffic both
visually and by reference to ACAS, If equipped;
If considered necessary, alert nearby aircraft by
1) making maximum use of exterior lights;
2) broadcasting position, FL, and intentions
on 121.5 MHz (as a back-up, the VHF
inter-pilot air-to air frequency, may be
used).
Notify ATC of the failure using the phrase Obtain the pilot's intentions and pass
'UNABLE RVSM DUE EQUIPMENT' and the essential traffic information.
intended course of action. Possible courses of
action include:
1) maintaining the CFL provided that the aircraft 1) If the pilot intends to continue in
can maintain level; RVSM airspace, assess the traffic
situation to determine if the aircraft
can be accommodated through the
provision of lateral, longitudinal, or
conventional vertical separation, and
if so, apply the appropriate minimum.
2) requesting ATC clearance to climb above or 2) If the pilot requests clearance to exit
descend below RVSM airspace if the aircraft RVSM airspace, accommodate
cannot maintain CFL and ATC cannot establish expeditiously, if possible.
lateral or longitudinal or conventional vertical
separation.
3) executing the contingency maneuver shown in 3) If adequate separation cannot be
paragraphs 6.0 of this AIP Supplement to offset established and it is not possible to
from the assigned track and altitude, if ATC comply with the pilot's request for
clearance cannot be obtained and the aircraft clearance to exit RVSM airspace,
cannot maintain CFL. advise the pilot of essential traffic
information, notify other aircraft in
the vicinity and continue to monitor
the situation.
4) Notify adjoining ATC
facilities/sectors of the situation.

ENR 7.1-12 AIP
3 June 2010 NEPAL
Scenario 2: There is a failure or loss of accuracy of one primary altimetry system

(e.g., greater than 200 feet difference between primary altimeters)
The Pilot should
Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify
ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow
pilot actions listed in the preceding scenario.
EXPANDED EQUIMENT FAILURE AND TURBULENCE ENCOUNTER
SCENARIOS.
Operators may consider this material for use in training programs.
* Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold)
Initially: Maintain CFL and evaluate the
aircraft's capability to maintain altitude through
manual control
Subsequently: Watch for conflicting traffic
both visually and by reference to ACAS, if
equipped.
If considered necessary, alert nearby aircraft by
used).
Notify ATC of the failure and intended course
of action. Possible courses of action include:
1) maintaining the CFL and route, provided that 1) If the pilot intends to continue in RVSM
the aircraft can maintain level. airspace, assess the traffic situation to
determine if the aircraft can be
accommodated through the provision of
lateral, longitudinal, or conventional vertical
separation, and if so, apply the appropriate
minimum.
2) requesting ATC clearance to climb above or 2) If the pilot requests clearance to exit RVSM
descend below RVSM airspace if the aircraft airspace, accommodate expeditiously, if
cannot maintain CFL and ATC cannot possible.
establish lateral, longitudinal or conventional
vertical separation.
3) Executing the contingency maneuver shown 3) If adequate separation cannot be established
in paragraphs 6.0 of this AIP Supplement to and it is not possible to comply with the
offset from the assigned track and FL, if pilot's request for clearance to exit RVSM
ATC clearance cannot be obtained and the airspace, advise the pilot of essential traffic
aircraft cannot maintain CFL. information, notify other aircraft in the
vicinity and continue to monitor the
situation.
4) Notify adjoining ATC facilities/sectors of the
situation.

AIP ENR 7.1-13
NEPAL 3 June 2010
*Scenario 2: Loss of redundancy in primary altimetry systems

If the remaining altimetry system is functioning Acknowledge the situation and continue to
normally, couple that system to the automatic monitor progress
altitude control system, notify ATC of the loss
of redundancy and maintain vigilance of
altitude keeping.
*Scenario 3: All Primary altimetry systems are considered unreliable or fail
Maintain CFL by reference to the standby
altimeter (if the aircraft is so equipped).
Alert nearby aircraft by
2) broadcasting position, FL, and intentions on
121.5 MHz (as a back-up, the VHF inter-
pilot air-to air frequency, may be used).
Consider declaring an emergency. Notify ATC Obtain pilot's intentions, and pass essential
of the failure and intended course of action traffic information.
using the phrase "UNABLE RVSM DUE
EQUIPMENT' Possible courses of action
include:
1) maintaining the CFL and route, provided 1) If the pilot intends to continue in
that ATC can provide lateral, longitudinal RVSM airspace, assess the traffic
or conventional vertical separation. situation to determine if the aircraft can
provided that the aircraft can maintain be accommodated through the
level; provision of lateral, longitudinal, or
conventional vertical separation, and if
so, apply the appropriate minimum.
2) Requesting ATC clearance to climb above 2) If the pilot requests clearance to exit
or descend below RVSM airspace if ATC RVSM airspace, accommodate
cannot establish adequate separation from expeditiously, if possible.
other aircraft.
3) Executing the contingency maneuver 3) If adequate separation cannot be
shown in paragraphs 6.0 of this AIP established and it is not possible to
Supplement to offset from the assigned comply with the pilot's request for
track and FL, if ATC clearance cannot be clearance to exit RVSM airspace,
obtained. advise the pilot of essential traffic
information, notify other aircraft in the
vicinity and continue to monitor the
situation.
4) Notify adjoining ATC facilities/sectors
of the situation.

ENR 7.1-14 AIP
3 June 2010 NEPAL
*Scenario 4: The primary altimers diverge by more than 200 ft (60m)

The Pilot should
Determine the defective system through the normal airplane integrated comparator warning
System or in the absence of such a system, establish trouble-shooting procedures comparing
the primary altimeters to the standby altimeter (corrected using the correction card)
If the defective system can be determined, couple the functioning altimeter to the altitude
keeping device in use
If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or
unreliable altimeter indications of all primary altimeters
*Scenario 5: Failure of the transponder
The Pilot should: The controller should take action as
Notify ATC prior to entering airspace appropriate
where a transponder is normally required.
*Scenario 6: Turbulence (greater than moderate) which the pilot believes will
impact the aircraft's capability to maintain flight level.
Watch for conflicting traffic both visually and by
reference to ACAS, if equipped.
If considered necessary, alert nearby aircraft by:
used).
Notify ATC of intended course of action as soon
as possible. Possible. Possible courses of action
include:
1) Maintaining CFL and route, provided that 1) Assess the traffic situation to
ATC can provide lateral, longitudinal or determine if the aircraft can be
conventional vertical separation. accommodated through the provision
of lateral, longitudinal, or
conventional vertical separation, and
if so, apply the appropriate minimum.
2) Requesting flight level change, if necessary. 2) unable to provide adequate
separation, advise the pilot of
essential traffic information and
request pilot's intentions.
3) Executing the contingency maneuver shown 3) Notify other aircraft in the vicinity
in paragraphs 6.0 of this AIP Supplement to and monitor the situation.
offset from the assigned track and FL, if ATC
clearance cannot be obtained and the aircraft
cannot maintain CFL.
4) Notify adjoining ATC
facilities/sectors of the situation.
Note. The ATS provider, based on this
information, should consider suspending
RVSM operations
AIP ENR 7.1-15
NEPAL 3 June 2010
Controller-Pilot Phraseology:
Message Phraseology
For a controller to ascertain the RVSM approval (call sign) CONFIRM RVSM
status of an aircraft: APPROVED
For a pilot to report non-RVSM approval status: Negative RVSM *
i) on the initial call on any frequency within
the RVSM airspace (controllers shall
provide a read back with this same phrase),
and
ii) in all requests for flight level changes
pertaining to flight levels within the RVSM
airspace; and
iii) in all read-backs to flight level clearances
pertaining to flight levels within the RVSM
airspace.
Additionally, except for State aircraft, pilots shall
include this phrase to read back flight level
clearances involving the vertical transit through FL
290 or FL 410
See examples that follow.
For a pilot to report RVSM approval status. AFFIRM RVSM *
For a pilot of a non- RVSM approved state aircraft NEGATIVE RVSM STATE
to report non-RVSM approval status, in response to AIRCRAFT *
the phrase (call sign) CONFIRM RVSM
APPROVED.
Denial of clearance into the RVSM airspace: (call sign) UNABLE CLEARANCE
INTO RVSM AIRSPACE,
MAINTAIN [ or DESCEND TO , or
CLIMB TO ] FLIGHT LEVEL
(number)
For a pilot to report when severe turbulence affects UNABLE RVSM DUE
the aircraft's capability to maintain the height- TURBULENCE *
keeping requirements for RVSM
For a pilot to report that the aircraft's equipment UNABLE RVSM DUE EQUIPMENT
has degraded en-route below that required for *
flight within the RVSM airspace. (See Attachment
A)
(This phrase is to be used to convey both the initial
indication of the non- MASPS compliance, and
henceforth, on initial contact on all frequencies
within the lateral limits of the RVSM airspace until
such time as the problem ceases to exist, or the
aircraft has exited the RVSM airspace.)
For a pilot to report the ability to resume operations READY TO RESUME RVSM *
within the RVSM airspace after an equipment or
weather related contingency.
For a controller to confirm that an aircraft has REPORT ABLE TO RESUME RVSM
regained its RVSM approval status, or to confirm
that the pilot is ready to resume RVSM operations.
ENR 7.1-16 AIP
3 June 2010 NEPAL
Example 1: A non-RVSM approved aircraft, maintaining FL 260, subsequently

requests a climb to FL 320.
Pilot: (call sign) REQUEST FL 320, NEGATIVE RVSM
Controller: (call sign) CLIMB TO FL 320
Pilot : (call sign) CLIMB TO FL 320, NEGATIVE RVSM
Controller: (call sign) UNABLE CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN FL 280
Coordination between ATS units:

1 To verbally supplement an automated estimate NEGATIVE RVSM or NEGATIVE
message exchange which do not automatically RVSM STATE AIRCRAFT [as
transfer item 18 flight plan information. applicable]
2 To verbally supplement estimate messages of NEGATIVE RVSM or NEGATIVE
non-RVSM approved aircraft. RVSM STATE AIRCRAFT [as
applicable]
3 To communicate the cause of a contingency UNABLE RVSM DUE
relating to an aircraft that is unable to conduct TURBULENCE [or EQUIPMENT,
RVSM operations due to severe turbulence or AIRCRAFT as applicable]
other severe weather-related phenomenon [or
equipment failure, as applicable].

NCAR AIP 2010 Enroute

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AIP

AERONAUTICAL INFORMATION PUBLICATION

CIVIL AVIATION AUTHORITY OF NEPAL

AERONAUTICAL INFORMATION PUBLICATION

CIVIL AVIATION AUTHORITY OF NEPAL

PART 2 EN-ROUTE (ENR)

ENR 0.6. TABLE OF CONTENTS TO PART 2

ENR 1. GENERAL RULES AND PROCEDURES

5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

ENR 1.4 ATS Airspace Classification ENR 1.4 - 1

CIVIL AVIATION AUTHORITY OF NEPAL 5th EDITION

ENR 1.11 Addressing of Flight Plan Messages ENR 1.11 - 1

ENR 2. AIR TRAFFIC SERVICES AIRSPACE

ENR 3. ATS ROUTES

ENR 4. RADIO NAVIGATION AIDS/ SYSTEM

ENR 5. NAVIGATION WARNINGS

ENR 5.2 Military Exercise and Training Areas ENR 5.2 - 1

ENR 5.4 Air Navigatton Obstacles En-route ENR 5.4 - 1

ENR 5.6 Bird Activities ENR 5.6 - 1

5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

ENR 6. EN-ROUTE CHARTS

ENR 7. RVSM POLICY AND PROCEDURES IN KATHMANDU FIR ENR 7.1 - 1

CIVIL AVIATION AUTHORITY OF NEPAL 5th EDITION

ENR 1. GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES

2. General Flight Rules

2.2. Flight shall be categorized IFR or VFR for the purpose of

a) Indicating flight notification requirement;

2.3. Special VFR flight

5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

d) Ground visibility is not less than:

i) 1000m for rotary wing aircraft;

2.4. Sector Visibility

2.5. When any meteorological condition at a controlled aerodrome is observed to be

3. Assessment of Priorities of Flight

a) an aircraft in emergency, including being subjected to unlawful interference shall be

CIVIL AVIATION AUTHORITY OF NEPAL 5th EDITION

a) regular public transport, military and charter aircraft;

a) On routes defined by designated significant points, position reports shall be made

4.1. Contents of position reports

5. Flight Operation within Control Areas.

5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

5.2. Communications and Navigation Requirements

5.2.1. Navigation Equipment

a) in accordance with its operational flight plan;

Note. Information on PBN and guidance concerning the associated procedures

a) continuously provides indications to the flight crew of adherence to or departure

Note. The prescribed minimum navigation performance specifications and

a) indicating to the flight crew the flight level being flown;

Note.details of RVSM Policy & Procedure in Kathmandu FIR are prescribed

CIVIL AVIATION AUTHORITY OF NEPAL 5th EDITION

a) Two VOR receivers

5.2.1.4. The aeroplane shall be sufficiently provide with navigation equipment to

5.2.2. Aeroplane Communication Equipment

a) conducting two-way communication for ATS purposes;

Note. The above requirements are considered fulfilled if the ability to

d) communicating on the aeronautical emergency frequency 121.5 MHz.

5.2.2.2. Installation of H.F. communication is mandatory for Helicopter and STOL

a) be provided with communication equipment which will enable it to operate in

5th EDITION CIVIL AVIATION AUTHORITY OF NEPAL

6.1. Separation standards is based on,

a) Standard vertical & horizontal separation minima as prescribed in Doc 4444.

6.3. Wake turbulence separation minima for takeoff and landing:-

7. Air Traffic Control Clearance