HC Deb 29 October 1947 vol 443 cc848-51
16. Mr. Leslie Hale

asked the Parliamentary Secretary to the Ministry of Civil Aviation how many modifications were suggested by B.O.A.C. in the course of the construction of the Tudor aircraft for use on the North Atlantic route.

Mr. Lindgren

It is not possible to state precisely the number of alterations to the Tudor I aircraft made at the request of the British Overseas Airways Corporation during the early stages. In February, 1946, the British Overseas Airways Corporation suggested 343 modifications, 123 to be embodied in the aircraft before delivery and 210 to be incorporated at the earliest convenient time or after delivery of the aircraft. The remaining 10 modifications were not insisted on for the Tudor I but were required for the Tudor II.

Mr. Hale

Would I be putting it a little high if I suggested that that seems rather a lot?

Mr. Lindgren

The number of modifications, without explanation or description, does not give a true picture of the facts. The number was asked for in the Question and has been given, but on its own it does not give a true picture of the situation.

17. Mr. Hale

asked the Parliamentary Secretary to the Ministry of Civil Aviation what is the reason for the decision by B.O.A.C. not to use the Tudor aircraft constructed for use on the North Atlantic route, notwithstanding its very successful flight to South America.

Mr. Lindgren

The Tudor I aircraft which was constructed for the North Atlantic has not flown to South America. On the basis of tests carried out, the British Overseas Airways Corporation concluded that the Tudor I aircraft would be unsatisfactory for the North Atlantic route for the following reasons:—(1) the aircraft has insufficient range to operate an Atlantic service of a regularity comparable with other companies; (2) the aircraft was uneconomical and very substantial losses would result from its use; (3) the Tudor, which was a stop-gap aircraft planned for use in 1946 and is not yet available, could not now be expected to compete commercially with aircraft of other operators designed specifically for this service.

Mr. Hale

Is the Parliamentary Secretary aware that this aircraft was ordered for the North Atlantic route and was specified to have a still air range of 4,000 miles? Is he further aware that the aircraft which flew on the South Atlantic route was technically identical, and that it was only in small internal construction that it differed from the Tudor I?

Mr. Lindgren

It is the Tudor IV which flew the South Atlantic. The Tudor IV is based on the Tudor I, but the construction is different in regard to the length of the fuselage, etc. In actual fact, an aircraft does not always come up to its specification in performance. Whether it is right or not is a matter for decision somewhere else, but the statement of the Corporation is that, in fact, the performance of the aircraft does not come up to specification.

Mr. Hale

Would the Minister tell the House how the Ministry know that the performance does not come up to specification if the aircraft has never been tried on the particular route?

Air-Commodore Harvey

Is the Parliamentary Secretary aware that the Tudor I can be modified at the cost of approximately £5,000 to become the Tudor IV, and can operate at a profit? Will he look into all these matters and have all the details ready for the Debate on the Estimates?

Mr. Lindgren

These details have been looked into and, in addition, the House will be aware that, in conjunction with the Ministry of Supply, a committee of inquiry known as the Courtney Committee has been set up. I think it would be far better if the discussion were left until that committee reports.

18. Mr. Hale

asked the Parliamentary Secretary to the Ministry of Civil Aviation why the Tudor aircraft, ordered by B.O.A.C., constructed by Messrs. A. V. Roe, Limited, at Chadderton, specifically for use on the North Atlantic route, was tried out only on a journey to Nairobi.

Mr. Lindgren

Tudor I aircraft G-AGRD was delivered to the British Overseas Airways Corporation Development Flight in November, 1946, for performance trials. The North Atlantic weather is unsuitable for test flying in the winter. It was, therefore, considered advisable to obtain adequate performance data under reliable weather conditions at the earliest moment. For this reason it was agreed by my noble Friend, my right hon. Friend the Minister of Supply and the British Overseas Airways Corporation that the aircraft should be flown to Cairo. The Ministry of Supply having asked for the co-operation of the British Overseas Airways Corporation in a programme of take-off tests and in tropical conditions, it was agreed in November, 1946, that the programme of tests already contemplated should be extended to include Nairobi. The test flight to Nairobi assumed additional importance in view of the discussions as to the possibility of using the Tudor I on the South African route.

Mr. Hale

Is it not the case that the aircraft which flew to Nairobi was equipped with rubber self-sealing tanks which were entirely unsuitable for use under tropical conditions, and does that not explain the excessive consumption of petrol? Will the Minister please see that this inquiry takes evidence from the workmen who were engaged on the aircraft?

Mr. Lindgren

So far as the latter part of the supplementary question is concerned, the terms of the inquiry were deliberately made wide to enable all aspects of the problem to be considered by the committee and a report made thereon. As to evidence before the committee, anyone who has evidence should make it available to the committee. I am certain that the committee will give opportunities for that evidence to be received.