The letter dated 29 January 1999 to J C Longridge—Boeing has been forwarded to me for response. I am the Boeing executive responsible for technical activities involving our products in Europe, including aviation safety matters.

  The Boeing Company very much appreciates the opportunity to present its views on commercial aviation system safety. The following is provided as response in preparation for your inquiry (our response is limited to commercial aviation).

What safety lessons can be learned after 19 years of airline deregulation in the United States and five years of airline deregulation in the United States and five years of European deregulation, and what specific safety issues may be raised by the emergence of new low cost airlines

  There is no correlation between safety and deregulation that resulted in numerous, so-called "low cost airlines". In fact, the safety record as measured by accident rate has improved in both the United States and Europe during this time period of deregulation as shown in figures 1 and 2. This result points to co-operation by airlines, flight/cabin/ground crews and their associations, aviation authorities, and manufacturers. This situation can only further improve with the recent focus on commercial aviation safety in the US and Europe under the leadership of the US Federal Aviation Administration (FAA) and Europe's Joint Aviation Authorities (JAA). These activities are known as CAST—Commercial Aviation Safety Team (US, Europe—JSSI, and global—ICAO and IATA as shown in figure 3) and JSSI—Joint Safety Strategy Initiative (Europe—as shown in figure 4.) From a total global perspective, ICAO is developing the Global Aviation Safety Plan which will link up the CAST and JSSI safety enhancing proposal with the remainder of the world as shown in figure 5. The UK Civil Aviation Authorities, UK operators/airlines, manufacturers and pilots organisations are active participants in these safety initiatives.

  The improvement in accident rate in the US, Europe and Asia is countered by increases in accident rate in Latin America and Africa such that the worldwide rate has remained almost constant over the past 15 years or so.

What have been the trends in aviation accidents and reportable incidents (a) in the United Kingdom and (b) worldwide, over the last 10 years, both for commercial aircraft and general users, including gliders

  The data in figure 6 shows that while the worldwide accident rate has remained almost constant over the past 15 or so years, there is an increase in the number of accidents worldwide as the number of departures continues to grow. With projections that traffic will more than double in the coming years, this potential growth of the number of accidents will continue unless something new occurs to lower the worldwide accident rate.

  Leadership in co-ordinating international implementation of safety enhancements around the world and increased co-operation on worldwide safety initiatives to help countries and regions develop their oversight and infrastructure are the most important actions that need to be taken.

What can be learnt from recent high-profile accidents, and what has been the response of the relevant United Kingdom and European authorities; to consider concerns raised by these incidents, such as insulation used in transport aircraft wiring, and other current concerns, and their potential impact on perceived and actual passenger safety

  As with any accident, the safety investigating authority in the country where the accident occurred is responsible for investigation and recommendation of preventive and corrective action(s). The co-operation with other countries is of utmost importance-particularly with the country of manufacture and country of the aircraft's operating certificate. In the case of the recent Swiss Air MD-11 off the coast of Nova Scotia this has been the case. Despite the fact that the cause of the accident has not been officially determined, several actions have been taken (e.g., inspection of wiring) to ensure the high level of safety is maintained.

What other safety critical issues face the aviation industry, such as training, congestion, maintenance, and pilot retirement

  In Boeing's view there are no safety critical issues because of the organised manner in which the aviation safety system is being managed, i.e., a very co-operative, highly-respected responsibility.

  However, the three highest categories of accidents continue even though intervention measures are available for implementation:

—  Controlled Flight into Terrain.

—  Approach and Landing.

—  Loss of control.

  Figure 7 shows the interventions that are available to address major factors of worldwide, recurring accidents.

  There are several significant challenges that face the system as the commercial aviation system continues to grow. An example is congestion. However, using the case of congestion, those responsible understand the need to impose restrictions on growth unless mechanisms are put in place to deal with the growth—such as new technology systems for Air Traffic Management.

The adequacy of the current United Kingdom safety oversight mechanism for the UK as vested with the Civil Aviation Authority

  It is our view that the CAA is one of the premier aviation authorities in the world and performs its safety responsibilities as both a regulator, with enforcement powers, and partner in the aviation community (nationally and globally) with a very high level of performance and professionalism. Numerous examples could be cited. Just to name a few:

—  Recent UK accident studies (CAP 513), including the latest on cargo operations.

—  Leadership role in JSSI.

—  Leadership and sponsor of International Federation of Airworthiness (e.g., Human factors video/training tool).

  Again, the Boeing Company appreciates the opportunity to provide inputs to the sub-committee. It is hoped that the above responses will be helpful and contribute to your inquiry.

Gerald R Mack

Vice President of Engineering—Europe

Boeing Commercial Airplane Group

12 April 1999