“It is old”, is often the logic we cling on to justify demand/longing for replacements. It is exactly how Nepal Airlines’ (RA) B757s get portrayed, as one (9N-ACB) is still flying and filling schedule voids as required, while the other (9N-ACA) has been immobile over two years. There is no denying that they had gotten unreliable over time. It might still have been workable in less sensitive role with P2F (passenger to freighter) conversion. Pilots who had long flown these feel sorry to see them disposed. Interestingly, 9N-ACA was the only “combi” version (with wider door to facilitate loading freight) ever built. It was eventually sold to a person with highly ambitious plan for a ‘BB Airways’ flying the regional circuit. (We do not know if BB stands for the initials of the person who bought it.) Now that BBA is seeking permission to scarp the plane instead of flying it, the question is: was it about the ignorance about the intricacies of starting an airline or was it something more? It seems to be both.In reality and as an expert pointed out, the aircraft cannot even be ferried, let alone carry passenger because of expiry of limited-life parts (LLP) components. The LLP primarily includes assessing a) if engine configuration is as per specifications b) reviewing its exhaustive part records and c) an accident and incident statement search. It is more important especially when an aircraft is sold or grounded for long. The buyer naturally needs to be assured about its actual status; the B757 certainly came without a valid airworthiness certificate (AWC) at the time of the sale.
The issue seems to have gotten highly entangled, given the Gordian complexities of our bureaucratic process. The aircraft, as I understand, is yet to be deregistered and is still technically owned by RA, and not BBA. Moreover, ownership cannot be transferred to BBA as it does not have an Airline Operation Certificate (AOC)!
This is not the first time we have heard of BBA; it had leased an aircraft from a Cambodian charter carrier TonleSap few years earlier, and had secured an AOC as any commercial airline is required to do. The AOC has since expired as it stopped flying and BBA has reapplied for the same. First of all, it takes over a year to get the AOC if the process is smooth. But the prospect of the 9N-ACA flying again is looking increasingly remote as the owner will have to pump in about $19m more just to make it airborne. And that was perhaps not anticipated while buying it.
Scrapping an aircraft is a specialty job and a big business, providing replaceable spares to airlines world over. Elsewhere, aircraft intended for decommissioning are flown to specific airports where they are carefully taken apart. Engines are the most valuable items followed by landing gear assemblies. There are various other electronic items that are delicate but still sellable. The most easily disposable items are the seats while the sheet metal fuselage is bulky but less expensive. The first ever jet scrapping instance at TIA relates to a Thai/DC8 that veered off the runway in 1973. But it was a total write off as an engine was torn off on landing.
First of all, the Civil Aviation Authority of Nepal is obligated to work in tandem with RA or any other Nepal-registered airline to simplify bureaucratic processes where possible. But they are somehow not doing this. This is not to suggest that relaxing aviation safety should be part of this process. With the advantage of hindsight, it would have been better for RA to have ferried the B757 out to appropriate international venues before it was taken out of service. It might have attracted interest of more prospective buyers there rather than putting it up for sale at a way-off location. But in this case BBA cannot blame anyone but itself for being blindly eager to run an airline and now having to axe it of frustration.
Ideally, entrepreneurs need to be nourished rather than be overwhelmed by all obstacles. Had BBA succeeded, it would have created more Nepali jobs and helped a Nepali learn the ropes of running an airline. By attempting high risk ventures BBA tried to chew a bigger mouthful than would have been considered wise.
We cannot produce entrepreneurs but we can create an environment to help them grow. All in the aviation fraternity should work together for the betterment of this sector. RA may get a better price and BBA may succeed in securing the other B757 even while competing at a location other than Kathmandu. But that will happen only if RA first opts to put the other one for sale as well disregarding other plausible options o
