Transport Committee on Dec. 11th, 2018

[The Chair (Hon. Judy A. Sgro (Humber River—Black Creek, Lib.)), Liberal, Judy Sgro]

I call to order this meeting of the Standing Committee on Transport, Infrastructure and Communities. Pursuant to Standing Order 108(2), we are doing a study assessing the impact of aircraft noise in the vicinity of major Canadian airports.

We will go to committee business for a moment on the issue of the loss of recording from our last meeting.

Perhaps we could get everybody's attention, please.

I have spoken to Mr. Fuhr's office, and he is fine with the way the clerk has suggested that we deal with it, but I will need this motion adopted. I will read it out.

It reads:

That, due to a technical error that occurred during meeting no. 124 on Tuesday, December 4, 2018, which resulted in a loss of the audio recording required to prepare the evidence, the speaking notes presented by Daniel-Robert Gooch and Glenn Priestley and the written brief submitted by Darren Buss be taken as read and included in the Evidence for that meeting and that the clerk inform the witnesses of the committee’s decision.

Is there any discussion?

Hearing none, are we agreed?

(Motion agreed to)

Thank you.

I'm sorry?

[Vance Badawey, Liberal, Niagara Centre, ON]

[Inaudible—Editor]

[The Chair, Liberal, Judy Sgro]

The motion was moved by Vance and seconded by Ron.

We go on to our witnesses for our meeting today. From Air Canada, we have Murray Strom, vice-president, flight operations; and Samuel Elfassy, vice-president, safety. Welcome to both of you. Thank you very much for being here.

We are not going to wait for Mr. Wilson. He will be here with us shortly.

[Captain Scott Wilson, Vice-President, Flight Operations, WestJet Airlines Ltd.]

I'm here.

[The Chair, Liberal, Judy Sgro]

Isn't that terrific? He just walked right through the door. Welcome, Mr. Wilson. Mr. Wilson is from WestJet Airlines.

Okay, we're going to open it up for five minutes maximum. When I raise my hand, please do your closing remarks so that the committee has sufficient time for questions.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

With all due respect, you left the impression that Mr. Wilson wasn't here. He was sitting at the table all this time. I think you need to formally introduce Mr. Wilson from WestJet.

[The Chair, Liberal, Judy Sgro]

All right.

Scott Wilson is here. He is vice-president of flight operations with WestJet Airlines. Thank you very much, and sorry for the mix-up.

Who would like to go first for Air Canada?

[Murray Strom, Vice-President, Flight Operations, Air Canada]

I'll go first.

Good morning, Madam Chair and members of the committee. My name is Murray Strom. I'm vice-president of flight operations at Air Canada.

I have overall responsibility for all aspects of safe flying operations across Air Canada's mainline fleet. I'm the airline's designated operations manager, responsible to the Minister of Transport for the management of our air operator's certificate and liaison with the international regulatory agencies with which Air Canada operates.

I'm an active Air Canada pilot and presently a triple-7 captain. I operate to all of Air Canada's international destinations.

I'm joined today by my colleague Sam Elfassy, vice-president of safety.

We are pleased to be here today to provide context to our operations and to answer any questions related to the committee's study on the impact of aircraft noise in the vicinity of major Canadian airports.

Since 2001, Air Canada has been an advocate of the balanced approach to aircraft noise management that was developed by ICAO, based in Montreal. The balanced approach is founded on four elements for noise around airports: noise reduction at source, land use management and planning, noise abatement operational procedures, and operating restrictions.

To effectively manage the impact of aircraft noise on communities takes the concerted effort of all parties involved, including airports, Nav Canada, government, and airline communities.

The biggest impact an airline can have is by reducing noise with new aircraft and technology and by supporting the development and implementation of effective noise abatement operational procedures.

Over the years, aircraft manufacturers have made significant progress to reduce aircraft noise. Aircraft today are 75% quieter than they were 50 years ago. Since 2007, Air Canada has invested more than $15 billion to modernize its fleet with new aircraft, such as the Boeing 787 Dreamliner and the Boeing 737 MAX. Supporting many jobs in the Canadian aerospace industry, these aircraft are the quietest in their respective categories. For example, the Dreamliner is more than 60% quieter than other similar airplanes from past years.

In addition to Air Canada's fleet renewal program, we've also been modernizing our A320 jets with new cavity vortex generators since 2015. Newer A320s are in the process of being retrofitted as they undergo maintenance, while older A320s are being retired.

Maintenance schedules are planned months and years in advance, and in order to consider manufacturing schedules and commercial realities, Air Canada had planned originally to retrofit all its A320 aircraft by the end of 2020. However, due to lack of available kits from Airbus, we are now operating under the following schedule: 15% of our fleet completed by the end of 2018, 50% by the end of 2019, 80% by the end of 2020, and the remainder in 2021.

Air Canada is committed to completing this program on an expedited basis. However, we are limited by maintenance schedules and the availability of the vortex kits from the manufacturer. It is important to note that while the program is under way, Air Canada is replacing A320s with quieter, more efficient 737 MAX aircraft and the Canadian-made A220s formerly known as the Bombardier C Series.

Renewing and upgrading our fleet is also reducing greenhouse gases, an important goal for Air Canada, Canadians, and the government. Once this process is complete, our fleet will be among the most fuel-efficient in the world. By the end of 2019 we will have also completed the upgrade of our flight management and guidance systems and the satellite-based navigation systems of our Airbus narrow-body fleet.

These updates will enable the aircraft to fully participate in performance-based navigation initiatives being implemented in airports across the country. This improves fuel efficiency, reduces greenhouse gases, and also reduces noise.

Air carriers operate with the highest safety standards. Our pilots must comply with the navigation and noise abatement procedures set by Nav Canada and airports at all times. We contribute to this process, informed by the balanced approach and Transport Canada's guidelines for implementation of the new and amended abatement procedures.

We also participate in the Toronto industry noise abatement board that provides the technical forum to analyze and consider the operational impact of many of the noise mitigation techniques. We also extend technical expertise to the board and support the effort, with the use of our simulators, to test the proposed approaches.

Another important element of the balanced approach is land use planning. Appropriate land use planning policies are critical to preserve the noise reductions achieved through this $15-billion investment in new aircraft. It is important that local governments and airport authorities work together to prevent further urban encroachment around the airports.

Finally, we must recognize that demand for air travel is on the rise worldwide. In fact, IATA predicts the global passenger demand for air travel will surge from $4 billion in 2017 to over $7.8 billion in 2036. Air travel is no longer a luxury. It is for everyone. It is the middle class that is driving this growth. It is an efficient and cost-effective way to travel; connects family, business people and communities; and promotes trade and tourism. Air travel reduces travel time from days to mere hours. It builds economies. Consider that in Toronto alone, Air Canada connects Canadians to more than 220 destinations directly and that Canada has three airports among the top 50 most connected in the world.

In closing, I'd like to say that Air Canada is proud of its role in Canadian aviation as a global champion for Canada and is proud of its contribution to the national economy. We remain committed to improving our operation in all aspects and live by our motto of “Fly the Flag”.

[The Chair, Liberal, Judy Sgro]

Thank you very much, Mr. Strom.

We'll move on to WestJet Airlines and Mr. Wilson for five minutes, please.

[Capt Scott Wilson]

Good morning, Madam Chair and members of the committee.

My name is Captain Scott Wilson. I serve as WestJet's vice-president of flight operations and operations manager, responsible for the safety and oversight of WestJet's fleets and daily operations. I also maintain currency as a Boeing 737 pilot across our domestic and international networks.

Thank you for the opportunity to address the committee this morning.

WestJet is very proud of the positive impact we've had on Canadians by offering travellers more choice, lower airfares and the opportunity to connect families and business people, both within Canada and beyond. WestJet is extremely proud of our track record of operating safely and with respect for the environment and for the communities that we serve. This includes a commitment to operate in a way that minimizes the noise footprint from our aircraft in all phases of flight, with particular emphasis on the approach and departure phases.

As an airline, we recognize that we operate within a large and complex ecosystem made up of many partners and stakeholders, including airports and airport authorities, air traffic service providers around the world, aircraft manufacturers, all three levels of government, and of course regulators here in Canada, as well as those in the foreign jurisdictions in which we fly.

[The Chair, Liberal, Judy Sgro]

Could you slow it down a little bit? The translators are having difficulty keeping up with you.

[Capt Scott Wilson]

I'm sorry. I'm talking like a pilot. I will slow down.

I will begin by outlining our ongoing community consultation process and the way we incorporate public feedback in our discussions and decisions. I'll provide the committee with information about our fleet, how our ongoing investment in the most modern aircraft available helps to reduce noise, and how we operate those aircraft to best minimize the noise footprint over the communities we serve.

Along with Nav Canada and the Canadian Airports Council, WestJet was a key participant in developing the Airspace Change Communications and Consultation Protocol in June of 2015. This is the document that launched an industry-wide commitment to open and transparent engagement with all stakeholders in the communities we serve.

WestJet is an active participant in regular and ongoing community consultations in Canada's four largest cities: Toronto, Montreal, Calgary and Vancouver. At the Vancouver airport, we are actively involved in the development of the five-year noise management plan.

In Calgary, we have given numerous presentations to community members on pilot noise mitigation responsibilities, today's aircraft technology, approach procedure design and the benefits of performance-based navigation. These have been very well received by the public. In fact, along with the Calgary Airport Authority and Nav Canada, we meet with a group of representatives from communities across Calgary every six to eight weeks to discuss aircraft noise and the operational means available to help reduce the impact of aircraft operations on noise in the environment.

On major airspace revisions, we attend open houses to field any operational questions on matters such as steeper approach profiles and variable dispersed lateral paths.

We are continuously engaged with the broader industry, including ICAO, IATA and the FAA, on their noise initiatives, and we attend noise conferences to ensure that we remain current with the latest procedures and technologies.

As my partner at Air Canada mentioned, it is worth mentioning that today's newer-generation aircraft have seen a 90% reduction in noise footprint compared to jet aircraft that first flew over Canada in the 1960s.

WestJet has invested heavily in new state-of-the-art aircraft, including the Boeing 737 Next Generation, or NG, as well as the Boeing 737 MAX narrow-body aircraft. In January, we'll deliver the Boeing 787 Dreamliner, which includes significant noise-reduction features.

For example, the new Boeing 737 MAX aircraft has a 40% smaller noise footprint than even its most recent 737 family member, the NG. The Boeing 787 Dreamliner will have a 60% smaller noise footprint than the Boeing 767 aircraft it will replace in the WestJet fleet.

Aircraft noise is reduced by improvements to aerodynamics and through weight-saving technologies. These improvements allow aircraft to climb higher and faster on takeoff, with less engine thrust. The addition of newer, quiet, high-bypass ratio engines with noise-reducing chevrons on the engine exhaust ensures the lowest noise footprint possible.

Low-speed devices, such as flaps on the wings, are designed to ensure minimum airframe noise during the landing phase, when aircraft are at their lowest and slowest over our communities.

Other aerodynamic and weight-saving technologies also contribute to better takeoff and landing performance. This enables lower noise footprints for the communities around the airports we serve. These investments bring dual benefits of noise pollution and lower carbon emissions, ensuring that aviation remains at the forefront of environmental innovation.

All pilots are trained to strictly adhere to Transport Canada's published noise abatement procedures at every Canadian airport. Without exception, prior to every approach or departure to be flown, pilots specifically brief considerations to help mitigate noise, including the vertical and lateral profiles to be flown.

WestJet invested early in a tailored required navigation program, or RNP. This pioneered the capability in Canada in 2004 in developing RNP procedures at 20 Canadian airports. New RNP AR approaches incorporate vertical profiles with constant descent angles that are flown at very low thrust settings, with no level segments. Laterally, they are designed to avoid noise-sensitive areas below our flight paths.

WestJet was a key contributor to Nav Canada's public RNP program, which by the end of 2020 will see 24 Canadian airports served by RNP approaches during multiple approach transitions.

In conclusion, I would like to thank the members of the committee for the opportunity to share our story today as it relates to noise mitigation. We are proud of the work we have accomplished and continue to do in this important area.

I would like to also reinforce once more that we remain committed to the safe and responsible operation of our airline, including further investment in fleet, innovation in noise reduction and fuel-efficient technologies, and ongoing consultation and collaboration with the communities we serve.

Thank you, and I look forward to your questions.

[The Chair, Liberal, Judy Sgro]

Thank you very much, Mr. Wilson.

We will go on to Mr. Liepert for six minutes.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

Thank you, Madam Chair.

Good morning, gentlemen.

We've had a number of witnesses before us who are suggesting—especially at Pearson in Toronto, but I think we need to think about all of our major airports in the country—to ban or severely curtail night flights. Frankfurt is always used as the example.

I don't think WestJet flies into Frankfurt, but feel free to comment as well.

As my first question, what would be the negative impacts of following what I'll call the “Frankfurt model” that you are aware of, Mr. Strom?

[Murray Strom]

I'd like to comment. Thank you for the question.

I've been flying into Frankfurt for 25 years. Frankfurt is a very robust hub.

The one thing I wanted to start talking about is the difference between noise 25 years ago and noise today. It's completely different.

We're very fortunate that we have two robust airlines that can afford to spend, in our case, $15 billion on new aircraft. That is the key to noise abatement. You can see a 60% noise reduction, or up to a 90% noise reduction compared to the old stage 3. That's the biggest single thing we can do as an airline, and with the support of the House of Commons, we've been able to do that.

When I flew into Frankfurt 25 years ago, there was a whole section of cargo airplanes flying in Frankfurt. When I fly in there today, there are none. All the jobs associated with those cargo airplanes and the night-time flying disappeared. They have gone elsewhere.

The biggest change I've noticed is that it hasn't changed my operation, because we don't fly cargo airplanes. What has changed is the loss of thousands and thousands of jobs in Frankfurt because of this.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

There's no question there is an economic impact to recommending that type of action.

[Murray Strom]

That's correct.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

Okay.

I'd like to ask you about a more personal situation. I represent a Calgary riding, and I know both of you are familiar with Calgary approaches.

Since the new runway, the approaches have changed, certainly, from the west side. My riding, which is a half an hour's drive from the airport, is now under a flight path that is giving me no end of grief from my residents, despite what you're saying about reduced noise over the past few years.

One of the things that I asked Nav Canada was why they couldn't move that flight path five miles to the west, where very few people live, and if they needed to, five miles to the east, coming in on the other side, where very few people live. They maintained, if I'm correct, that there were safety issues, but there were also airline requests for those particular pathways.

Can you tell me, in each case, whether moving that approach five miles to the west and east is feasible? If not, why not? If it is, why aren't they doing it?

[Capt Scott Wilson]

Maybe I'll start with that and allow Mr. Strom to follow.

When you take a look at Calgary, obviously you see we have terrain considerations with the Rocky Mountains to the west of us. As long as we can maintain the proper separation and the proper terrain clearance on the way in, there should be no safety considerations of moving an approach path closer to the airport one way or the other.

When we do look, though, at what is optimum for allowing an approach path, which is to keep the arrival rates up and the efficiency of the airport up, obviously what we also look for is the shortest number of track miles coming into an arrival, which is basically a reduction in greenhouse gas emissions. That usually becomes one of the priorities for the approach as we come into the city or the community.

I don't believe it's safety considerations, but there would be loss of an efficiency and more greenhouse gas emissions over the communities where we fly.

[Murray Strom]

I agree with Scott's comments.

For us, it's about efficiency. We plan on being at idle power on approach, from the top of descent all the way to 1,000 feet, because when you're at idle, you make no noise. You make wind noise, and that's it. That's our objective.

It reduces greenhouse gases, saves money on the fuel, and gets the passengers to their destination as soon as possible.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

Let's say I tell my constituents that the reason they're flying over our communities is that Nav Canada and the airlines have concluded it is the greenest and most efficient route, regardless of the impact on communities. Is that fair?

[Murray Strom]

My comment to that is that we follow Nav Canada's procedures and the airports' consultations with the communities. The approach Nav Canada and the communities have decided is the best is what we're going to follow.

[Ron Liepert, Conservative, Calgary Signal Hill, AB]

I know, but you would have some input into that, obviously. You're saying that the reason is not a safety issue but an efficiency issue and a greenhouse gas issue.

[Murray Strom]

Yes, we're always looking for the most efficient approach.

[The Chair, Liberal, Judy Sgro]

You have 30 seconds.