We spoke about the JOEB process. That's where we have line pilots taking the training and evaluating it. Their results are telling us whether the training is adequate enough.
What we haven't spoken about is that we also have a great number of pilots in our own program. We have pilots as part of our national aircraft certification group who do test flights and participate in the certification process along with flying the aircraft or developing work plans with regard to the certification of the aircraft. We have our own inspectors as well, many of them pilots, who will be part of that JOEB process as well and will be looking at those aircraft manuals and mitigation procedures for evaluation. In a real-life scenario, are they going to work, are they workable? Pilots are a part of the regular process.
I want to specifically mention a bit of a difference that we also have in this process. There's been a great deal of review with regard to the Boeing 737 Max. At the beginning, we said that this wasn't a process where we were going to have Transport Canada focus and work with other authorities in our bilateral arrangements and let our Canadian authorities know what the outcomes were. From the beginning, the three operators who operate the Max as well as those three associations that have pilots operating the Max in Canada have been part of the process. They've been feeding us their input and feedback as part of the process. They're very interested, of course, as many of their livelihoods are tied to the Max, and they want to see how the validation process is proceeding, so we've been working with them on a regular basis. We often meet with our operators on a weekly basis to tell them how we're progressing. A lot of those individuals are pilots themselves, and many of them are typed on this aircraft and work with the aircrew associations to let them know the process.
They've had some questions. They've been briefed by Boeing and other authorities on the process. They've come to us and said, “I want to understand this particular mitigation procedure that you're exploring. I don't understand why Canada is looking or why we have an issue, and we want a different mitigation procedure. We think there's an issue here.” What we've done is taken those opportunities to sit down with them. We've reviewed all the things we have found and said this is what has led us to say that we're going to take a leadership role and demand that the FAA and others look at particular incidents that we see that need to be addressed. In many cases that's been very beneficial.
I hope that the committee may have some opportunity to speak to those Canadian operators as well as those Canadian associations to hear their involvement in this process, because they've been very much involved.