I refer the Honourable Member to my answer of 11^th January 2016 (UIN 20996) http://www.parliament.uk/business/publications/written-questions-answers-statements/written-questions-answers/?page=1&max=20&questiontype=QuestionsWithAnswersOnly&house=commons%2clords&uin=20996.

For people living and working near airports, safety is best achieved by ensuring the safe operation of aircraft in flight.However, in areas of greater risk, we seek to control the number of people at risk through the Public Safety Zone (PSZ) system.Public Safety Zones are areas of land at the ends of the runways at the busiest airports, within which development is restricted in order to control the number of people on the ground at risk of death or injury in the event of an aircraft accident on take-off or landing. The implementation of Public Safety Zone policy at civil airports is based on modelling work carried out using appropriate aircraft accident data to determine the level of risk to people on the ground around airports.

The Government will evaluate existing evidence and future studies in the area of aircraft noise and its impacts on health including cardiovascular disease in considering future policy implications.

Air quality emission levels by mode are only compiled at a national level by the National Atmospheric Emissions Inventory. Its estimates are updated annually. Emissions from road vehicles are by far the greatest source of nitrous dioxide levels in Greater London.

The main impact of aviation on ground local air quality relates to emissions during the landing and take-off phase up to about 3000 feet. Above this height the oxides of nitrogen and particulate matter which can cause respiratory problems get dispersed.

The certification of aircraft and aero-engines is primarily the responsibility of the certification authority for the state of manufacture. In Europe this is the European Aviation Safety Agency (EASA) who also have oversight of aircraft and engines certified in other regions that expect to be registered in the UK or any other European country.

The certification requirement for Oxides of Nitrogen (NOx), Carbon Monoxide and unburnt hydrocarbon is based on operating the engine on a test bed at different thrust settings to simulate the landing and take-off phases of flight below 3000 feet. The visible smoke test identifies the worst case condition for smoke. A new standard for CO2 emissions from aircraft is being developed and is expected to assess the cruise emissions as this phase dominates total fuel burn. EASA certification Engineers would verify the fuel burn on tightly controlled test flights.

Ships are primarily regulated through the United Nations International Maritime Organization and are subject to a range of technical and operational requirements set down in international law.

Emissions from shipping are subject to controls under Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) and a related European regime with performance standards in place for both pollutant emissions and energy efficiency. Where these requirements refer to the type approval of specific equipment, an approval process is carried out against the agreed standard to ensure the equipment is fit for purpose. The type approval of equipment on ships is normally carried out by a certification authority on behalf of a State.

Statistics for aircraft accidents in the UK are kept by the Air Accidents Investigation Branch (AAIB) and the Civil Aviation Authority (CAA). The Air Accidents Investigation Branch is required to investigate events which come within the definition of accident contained in Article 1 of the EU Regulation 996/2010. AAIB also investigates "serious incidents" as defined by the Regulation.

The table below sets out the number of investigations that the AAIB has undertaken. These includes investigations into serious incidents involving commercial air transport aircraft for the sake of completeness.

CAA statistics differ slightly as they are based on reports made under the mandatory occurrence reporting requirements.

There have been no discussions between the Department and the airline industry on the specific issue of seat accommodation for larger people travelling on aeroplanes.

Last week, the British Airline Pilots Association wrote to the management at Loganair, which operates air services throughout the highlands and islands, about its concern that aircraft are being returned to the line despite being unserviceable. It said:

“In some cases aircraft retain defects that clearly affect flight safety and in others have restrictions placed upon them which render the aircraft effectively unusable in our operating environment.”

These are lifeline services to some of the most economically fragile communities in the country. What can the aviation Minister do to ensure, either through his Department or the Civil Aviation Authority, that our local communities can retain full confidence in these crucial services?

The certification of aero-engines is primarily the responsibility of the certification authority for the state of manufacture. In Europe this is the European Aviation Safety Agency (EASA) who also have oversight of engines certified in other regions that expect to be registered in the UK or any other European country. We are in discussion with EASA as to how we might be reassured that the results for aviation certifications are robust. The certification requirement for Oxides of Nitrogen (NOx), Carbon Monoxide and unburnt hydrocarbon is based on operating the engine on a test bed at different thrust settings to simulate the landing and take-off phases of flight below 3000 feet. The visible smoke test identifies the worst case condition for smoke. A new standard for CO2 emissions from aircraft is being developed and is expected to assess the cruise emissions as this phase dominates total fuel burn. EASA certification engineers would verify the fuel burn on tightly controlled test flights. The Secretary of State informed the Transport Select Committee on 12th October that the current focus of the Government’s investigation into the use of defeat devices is focussed on cars and light commercial vehicles.

The certification of aero-engines is primarily the responsibility of the certification authority for the state of manufacture. In Europe this is the European Aviation Safety Agency (EASA) who also have oversight of engines certified in other regions that expect to be registered in the UK or any other European country. We are in discussion with EASA as to how we might be reassured that the results for aviation certifications are robust. The certification requirement for Oxides of Nitrogen (NOx), Carbon Monoxide and unburnt hydrocarbon is based on operating the engine on a test bed at different thrust settings to simulate the landing and take-off phases of flight below 3000 feet. The visible smoke test identifies the worst case condition for smoke. A new standard for CO2 emissions from aircraft is being developed and is expected to assess the cruise emissions as this phase dominates total fuel burn. EASA certification engineers would verify the fuel burn on tightly controlled test flights. The Secretary of State informed the Transport Select Committee on 12th October that the current focus of the Government’s investigation into the use of defeat devices is focussed on cars and light commercial vehicles.

The certification of aero-engines is primarily the responsibility of the certification authority for the state of manufacture. In Europe this is the European Aviation Safety Agency (EASA) who also have oversight of engines certified in other regions that expect to be registered in the UK or any other European country. We are in discussion with EASA as to how we might be reassured that the results for aviation certifications are robust. The certification requirement for Oxides of Nitrogen (NOx), Carbon Monoxide and unburnt hydrocarbon is based on operating the engine on a test bed at different thrust settings to simulate the landing and take-off phases of flight below 3000 feet. The visible smoke test identifies the worst case condition for smoke. A new standard for CO2 emissions from aircraft is being developed and is expected to assess the cruise emissions as this phase dominates total fuel burn. EASA certification engineers would verify the fuel burn on tightly controlled test flights. The Secretary of State informed the Transport Select Committee on 12th October that the current focus of the Government’s investigation into the use of defeat devices is focussed on cars and light commercial vehicles.

Following a recommendation in 2007 by the Committee on Toxicity (the COT) – an independent committee of toxicology experts – the Department commissioned a series of scientific studies as part of a research programme into cabin air. The principal research study, carried out by Cranfield University, was published in May 2011. In addition to the principal study, three further research studies were commissioned and published by the Department. The Department’s four published reports were formally submitted to the COT for consideration in June 2012. The COT considered the research reports, as well as other research published in the scientific literature since 2007, and subsequently published their position paper in December 2013 in which they concluded that further research was needed to properly understand the effects.

The Department does not plan to undertake any additional research on this issue and wrote to the European Aviation Safety Agency (EASA) informing them of the four scientific studies commissioned by the Department. The limited number of incidences means that a larger data sample from more than just the UK would be beneficial. In addition, given that the same planes, engines and oils are used all round the world and across borders, an international approach to any future research investigations would now be more appropriate. EASA has launched in spring 2015 a preliminary in-flight cabin air measurement campaign, which will develop the methodology and put into place adequate equipment to perform cockpit and cabin air measurements. The results of this campaign, which will be used to prepare for an envisaged large scale project in the future, are expected in autumn 2016. The Department will follow the progress of this work with interest.

At a national level, the Aviation Health Unit as part of the Medical Department of the Civil Aviation Authority, will continue to monitor issues around cabin air as part of their wider role as the specialist adviser to the Government on aviation health issues.

No such assessments have been made. The Civil Aviation Authority (CAA) monitors the frequency and severity of such smoke or fume events through the Mandatory Occurrence Reporting Scheme (MORS). Its objectives are to ensure that the Civil Aviation Authority (CAA) is advised of any hazardous, or potentially hazardous, incidents and defects (occurrences), and that appropriate action is taken.

The Department four published reports into cabin air were sent to the European Aviation Safety Agency (EASA) for their consideration. EASA are responsible for determining the requirement for and specification of any additional monitoring on board commercial aircraft.

I understand they have recently launched a Preliminary Cabin Air Measurement Campaign. This campaign will develop the methodology including equipment to be used, to perform cockpit and cabin air measurements. This will be followed by a large scale project of in-flight testing of cabin air quality.

The Department four published reports into cabin air were sent to the European Aviation Safety Agency (EASA) for their consideration. EASA are responsible for determining the requirement for and specification of any additional monitoring on board commercial aircraft.

I understand they have recently launched a Preliminary Cabin Air Measurement Campaign. This campaign will develop the methodology including equipment to be used, to perform cockpit and cabin air measurements. This will be followed by a large scale project of in-flight testing of cabin air quality.

The Department four published reports into cabin air were sent to the European Aviation Safety Agency (EASA) for their consideration. EASA are responsible for determining the requirement for and specification of any additional monitoring on board commercial aircraft.

I understand they have recently launched a Preliminary Cabin Air Measurement Campaign. This campaign will develop the methodology including equipment to be used, to perform cockpit and cabin air measurements. This will be followed by a large scale project of in-flight testing of cabin air quality.

I refer the Hon. Member to the answer I gave my Hon Friend, the Hon. Member for Cardiff North (Jonathan Evans) on 4 March 2015, UIN 225506.

http://www.parliament.uk/business/publications/written-questions-answers-statements/written-questions-answers/?page=1&max=20&questiontype=AllQuestions&house=commons&uin=225506

No such discussions have taken place.