Aviation Specials – May 2018

fl yers. Further complicating ma ers is the

lack of a go-around procedure due to the

mountain at the end of the runway, and the

performance-sapping elevation. There

are no navigation or landing aids and every

approach demands pilots use basic visual

navigation skills, as well as dedicating some

careful a ention to an omnipresent

GPS receiver.

When ten crashes during the last 45 years

are considered, fl ying to Lukla might seem

to be a rather parlous proposition. The

accidents have ranged from heavy landings,

through hi ing the wall at the top, and

rolling over the drop at the bo om. While

tragic, the death toll of 23 between 1973

and today is less than might be expected,

but other passengers and crew have been

injured. Stung by worldwide criticism

of the safety record of airlines fl ying into

Lukla – and to address the reputation of the

airport – the Nepalese authorities acted.

All pilots operating into LUA must now

complete at least 100 STOL (short take-off

and landing) missions and have fl own into

short airstrips for at least a year. Before

they are authorised to land at the airport

unsupervised, they must also have fl own

ten trips with a certifi ed instructor.

Small and basic

Due to the prevailing weather conditions,

most aircraft movements take place

during the morning before high winds

and a lowering Jetstream impinge on the

activity around midday. The 213 x 197ft

(65 x 50m) apron at the northeastern

end of the airfi eld is just big enough to

handle four Twin O ers or Dornier 228s,

the staples that now support the busy air

market between Kathmandu and Lukla.

Helicopters, which more affl uent travellers

sometimes choose for the trip up from

Kathmandu, operate from a pad halfway

down the runway. The lack of space

ma ers li le, as most aircraft spend just

ten minutes on the ground while keeping

one engine running, before returning

88 // Extreme Airports

LUKLA

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