Thank you, Mr. Chair.
Since our last appearance, Transport Canada aviation safety experts have completed their independent review of the design changes of the Boeing 737 MAX, and have validated the changes after a 22-month investigation, involving in excess of about 16,000 hours of review by Canadian experts.
In addition, Transport Canada issued a unique airworthiness directive for the Boeing 737 MAX, which outlines the required modifications to be made to the aircraft prior to the return to service in Canadian airspace. We also issued an interim order for operators that clearly outlines and indicates Transport Canada's expectations and requirements for additional training for crew members prior to the aircraft's return to service.
As a final step, working closely with our Canadian aviation stakeholders, including the operators of the MAX and their air crew unions, on January 20, 2021, Transport Canada lifted the existing notice to airmen, referred to often as a NOTAM, which prohibited the commercial operation of the aircraft in Canadian airspace. This signalled the return to service of the aircraft in Canada.
As I have previously highlighted to this committee, Transport Canada has worked extensively with the FAA and other key certifying authorities, including the European Union Aviation Safety Agency or EASA, the National Civil Aviation Agency of Brazil or ANAC, as well as the three Canadian operators of the Boeing 737 MAX—Air Canada, WestJet and Sunwing—and their pilot unions, throughout our entire validation process of the aircraft to ensure that we addressed all factors prior to the safe return to service of this aircraft.
This is a clear demonstration of Transport Canada's commitment to keep Canadians, the travelling public and the transportation system safe and secure.
Transport Canada's certification experts, by their rigour and thoroughness, have demonstrated great leadership throughout the process, and were instrumental in guiding the aircraft design changes that we see today. Transport Canada is fully satisfied that all its safety concerns have been addressed, that the required modifications have been incorporated, that the enhanced flight crew procedures are in place and that all applicable training has been conducted for our Canadian operators to return this aircraft back into service.
While global certification authorities have worked extensively together in the review of this aircraft, the decision to certify the aircraft is one that Canada has taken independently. The differences between the FAA and Transport Canada in their procedures and training demonstrate these independent actions.
Transport Canada has issued its own airworthiness directive to include design features beyond what was required by the FAA. It has also mandated its own enhanced training associated with the 737 MAX. While there was a great deal of convergence between authorities, we did have our differences, which are identified and reflected in the documents I have outlined here today.
I would like to extend my sincere condolences, once again, to the families who have lost their loved ones in both the Lion Air tragedy as well as the Ethiopian Airlines tragedy. I cannot begin to comprehend the impact it has had on their lives and I realize that no words will make this easier, but I hope that the actions Transport Canada has taken over the last 22 months to ensure the safety and security of this aircraft may prove some small relief.
Mr. Chair, I would like to thank you for the time you have given me and my colleague to appear again before this committee, and I look forward to answering your questions.
Thank you.