§ Mr. Whiteheadasked the Secretary of State for Trade what departmental inquiries into the airworthiness of the DC10 airliner were made following incidents in flight in 1972, over Ontario, and in 1973, over New Mexico, involving these aircraft.
§ Mr. Clinton DavisThe responsibility for inquiries into airworthiness rests with the Civil Aviation Authority.
The incident to the DC10 over Ontario, involving a cargo door, occurred before this type of aircraft was on the British register. The authority informs me, however, that before issuing a United Kingdom certificate of airworthiness to the Laker Airways DC10 aircraft it made full inquiries as to the cause of that incident and as to the state of the aircraft in relation to the remedial modifications embodied.
The incident over New Mexico was concerned with an engine fan failure. I understand that investigations into this accident by the United States' authorities 218W are not yet complete. Immediately following the failure the Civil Aviation Authority made inquiries of the Federal Aviation Administration as to the circumstances, and has since maintained contact with both the FAA and the manufacturers. The FAA initially advised that certain modifications should be made to the fans, and, although these arc not mandatory, Laker Airways have complied with the recommendations. More recently, a further inspection has been recommended and this has also been done.
§ Mr. Whiteheadasked the Secretary of State for Trade if he is satisfied that British carriers using the DC10 airliner were made aware of modifications recommended by the American National Transportation Safety Board following an accident over Windsor, Ontario, in June 1972.
§ Mr. Clinton DavisMatters concerning modifications to aircraft are the responsibility of the Civil Aviation Authority.
I am informed by the authority that there was no British carrier using the DC10 airliner at the time of the accident over Windsor, Ontario in June 1972. The authority however was aware of the recommendations of the NTSB. By the time of issue of a United Kingdom certificate of airworthiness in respect of DC10 aircraft the engineering changes agreed as necessary by the FAA for United States operation, that is those involving the door locking mechanism, were being carried out in new aircraft. The CAA granted a certificate to the aircraft in the knowledge that the changes were incorporated in the aircraft which were to be delivered to this country.
§ Mr. Whiteheadasked the Secretary of State for Trade what communications were made by his Department with British carriers using the DC10 aircraft following the recommendation of modifications to its door locking and relief vents system made by the American National Transportation Safety Board.
§ Mr. Clinton DavisCommunications with carriers regarding the modification of aircraft are a matter for the Civil Aviation Authority.
I am informed by the authority that no United Kingdom carrier was using the 219W DC10 aircraft at the time the NTSB recommendations were released. These recommendations were discussed between the authority and the constructor and the authority was satisfied that the immediately practicable changes regarded as necessary to achieve an acceptable standard of safety, that is those involving the door locking mechanism, were made to the aircraft before delivery to Britain. The NTSB recommendation on relief venting has been the subject of further consideration by the FAA, the aircraft manufacturer and the CAA; however, engineering problems associated with the adoption of this proposal have yet to be satisfactorily resolved. I am advised that the aircraft is regarded as fully airworthy and adequately safe with the door locking improvements which have been incorporated. My hon. Friend will know that the British operator concerned has taken additional measures to ensure that this door is rendered failproof. There is, therefore, no requirement at this stage for the authority to give the British operator any further advice on DC10 airworthiness.
§ Mr. Whiteheadasked the Secretary of State for Trade what communications have been received by his Department from the Federal Aviation Agency since June 1972 regarding safety modifications to the DC10 aircraft.
§ Mr. Clinton DavisCommunications from the Federal Aviation Administration on safety matters are addressed to the Civil Aviation Authority, which220W maintains very close liaison with the FAA particularly in respect of American built aircraft.
I am advised by the authority that it has received notification from the FAA of five airworthiness directives in the period between 1st June 1972 and 14th March 1974. These directives, which are mandatory for aircraft on the American register, relate to engine turbine discs, the rudder control hydraulic system, the engine nacelle nose cowl attachment bolts, the yaw damper, and the cargo doors. In addition, the authority has received copies of FAA advice on 16 other occasions. A wide range of matters were covered by these communications, which included one relating to the cargo door incident prior to United Kingdom operation of the aircraft.