I would like to thank my colleague from Alfred-Pellan who has informed me that it is actually Bill C-6.
I would note that my colleague from Alfred-Pellan is on the committee. His participation is valuable and he, too, will have an opportunity to ask the government questions in committee, including why it is introducing Bill C-6, which is the old Bill C-62, which was itself the old bill S-33, which came out of a Transport Canada study begun in 1999.
The department wants to implement a new approach to the security management system. It claims this new approach has shown good results in Australia and Great Britain. The idea was to correct deficiencies that Transport Canada might never even have heard of. The department believes that this initiative would provide an additional layer of security.
Transport Canada is trying to convince us that this would not change the existing system. An additional layer of security would simply be incorporated. However, we think that in the final analysis, there is a risk that the safety of passengers and civil and commercial aircraft users would be endangered.
Indeed, while this bill aims to implement a new safety management system and to allow employees to speak openly about how it is working, at the same time, it allows each airline to have its own employee training program, its own system for auditing the work of employees, their skills, and the equipment.
Clearly, this is self-regulation. That said, we have learned certain things about the inspectors, the Transport Canada check pilots and those who are tasked with conducting investigations. I will give some examples in a moment. At present, Transport Canada has an entire team that randomly and without warning visits airlines to perform audits. They verify that the pilots have the necessary qualifications, are capable of piloting the aircraft assigned to them and have adequate training, and that the airline is keeping up with the most recent industry standards.
In short, they perform random checks. Yet, this entire system would be replaced in the security management system. That is what Transport Canada investigators are being told. All of the Transport Canada check pilots are being told that, in the future, they will only be auditors. They will no longer be allowed to perform random monitoring or random checks. They will only be auditors. In fact, with this system, the airlines will self-regulate and the auditors will have to confirm that the airlines have implemented what they promised to implement. That is more or less the case.
Lastly, the bill would give accreditation and training authority to the airlines themselves. They will have to ensure that their staff is trained and that the equipment is in proper working order. Thus, there will no longer be an inspection system. The inspectors will become auditors who will ensure that proper records have been kept. If an employee ever files a grievance, quite a process must then begin. In fact, what this bill hopes to encourage is whistleblowing.
Often, the industry will spend as little as possible on safety. Voluntary reports will probably be made after an accident occurs. The employee will say that he had notified the boss, but that the boss had forced him to work. Now, he is saying that, in a given year, something was not right.
That is what we in the Bloc Québécois are afraid of. At the same time as the government is introducing this safety management system, it is dismantling existing systems and investing less in training our Transport Canada inspectors, the check pilots.
What tipped us off was not Bill C-6, but the check pilots—the inspectors— themselves. They came to meet with members and told them that they used to receive training. Every year, there was a minimum number and a maximum number of hours of training. For three years now, they have been limited to the minimum number of hours of flight training. These are the inspectors who are responsible for determining whether pilots have the proper training on all types of aircraft. We are not talking just about airliners, but about all commercial aircraft, ranging from bush planes to airliners. They all must be inspected.
At present, there is a system that ensures that the Transport Canada check pilots or inspectors, trainers and investigators are trained in all equipment and all new technologies and are capable of telling a company that its pilots do not have the necessary training or need to upgrade through ongoing training or some other means. This system is now being set aside.
I would like to read some comments from people who work in this field, including Transport Canada investigators.
In this regard, I would like to read a few comments made by those who work in this area. Here is what they say:
Transport Canada's investigators, through ... the vice-president for Quebec of the Union of Canadian Transport Employees ... said they fear that the government will, under the SMS (safety management systems), take advantage of future retirements to not renew part of the supervisory staff.
This process is already underway. These people are concerned because the government is telling those who are retiring: “Listen, you are going to leave and you will not be replaced”.
The goal is to take all those who conduct investigations and turn them into auditors. They will no longer conduct investigations; they will merely look at the books and check to see if the company is doing a proper job of monitoring.
A letter dated June 7, 2006 reads as follows:
—the Canadian Federal Pilots Association told the government that it objects to pilots' proficiency tests being conducted by the companies themselves, rather than by qualified Transport Canada inspectors, who follow the pilots in flight to assess their skills.
This is what the SMS are all about. Airline companies will be certified and will test their own employees. As I said earlier, this is putting the fox in charge of the hen house. Yet, this is what is being done and what is already in effect.
This is a letter addressed to the Minister of Transport, Infrastructure and Communities, and it is dated June 7, 2006. That was not five years ago, since this was just done. The letter continues:
—Similarly, we learned that, in order to save money, aircraft are always taking off with less fuel (thus making them lighter)—.
So, in order to save money, airlines have this good or bad habit—if you are like me and you are little afraid of flying—of putting in as little fuel as possible to save money, because the aircraft is then lighter. The letter goes on to say:
The options available are just that much more limited, which means that, in case of deviation, head winds or delays in landing, the risks become much greater. For example, a transportation safety board document indicates that, in 2003, because of a navigation error, an aircraft flying to New Zealand landed with 359 pounds of fuel left, which is barely enough to fly just a few minutes.
The inspectors' reports provide such examples and that is why we need inspectors to arrive unannounced to carry out analyses and inspections. The industry wants to save as much money as possible and it saves on everything, even fuel. Planes fly with just enough fuel to reach their destinations.
When there are investigations, the investigators see that the industry is in trouble. The reason for putting in place safety management systems is that there are no longer any inspectors and the industry is self-regulated. The industry will dictate the standards to its own companies because the government or Transport Canada will have accredited them for that purpose.
This policy of having as little fuel as possible and of saving as much money as possible will continue forever. One day, a plane will not have enough fuel, there will be an accident and then we will question all these safety management systems that were put in place because there was a problem, there were no longer any inspectors and the government, during that time, tried to save money. There were fewer inspectors, thus less monitoring.
I do not believe that the Conservative members or that the Minister of Transport, Infrastructure and Communities have fully understood the implications of this reform that dates back to 1999, that is before September 2001.
I will close by quoting Grant Corriveau, a retired Air Canada pilot, in an interview with the Toronto Star:
All the new bells and whistles are continually pushed to the limit in order to become more profitable and to squeeze more airplanes into more airspace and then when something goes wrong, you have less outs and less room to manoeuvre.
He added that during his 30-year career, he has seen budgetary belt-tightening change the way pilots fly. Add to these serious examples the fact that airlines wanted to reduce the number of flight attendants and that the Conservative government decided to take a step backward.
All of these proposals are aimed at having as little security as possible, as little surveillance as possible. An industry that is constantly seeking to bolster its credibility should not be trying to do such things.
We would be doing it a disservice even though, on paper, it looks like a good idea to create this security management system and offload regulatory responsibilities, such as conducting personnel and equipment evaluations. It sounds like a good idea. The government would probably save money because it would no longer have to pay for inspectors, investigators and check pilots.
In the current climate of fierce competition, where companies are closing their doors, the Conservative government would be making a big mistake by letting them self-regulate and do their own personnel skills and quality control inspections. In Quebec, Jetsgo closed its doors about a year and a half ago, not 10 years ago. I am not just talking about large airlines. As I said earlier, we are talking about all aspects of commercial aviation, from bush pilots and bush planes to big commercial airliners.
The Bloc Québécois is against Bill C-6. The committee will try to improve it. We will have to ask the right questions and hear from the right people to ensure that we are not making a mistake by adopting Bill C-6 as written.
As I said, I am not sure my Conservative colleagues have understood. The Bloc Québécois feels that the Department of Transport's budget should be maintained, especially the funds for inspection. This is very important. We cannot leave passenger safety to the industry.
As I already explained, in this context of fierce competition, we are not doing a favour to the industry by making it responsible for its own safety. Transport Canada must maintain its staff of inspectors, check pilots and investigators, and it must uphold the principle whereby it may always carry out inspections and investigations without warning, to ensure that commercial and other airlines always comply with established standards.
Let us not do like in the example mentioned earlier and fly with as little fuel as possible. It was an investigation, an inspection which revealed that only the minimum amount of fuel required to reach destination had been put in the aircraft, thus jeopardizing passengers' lives.
It is often only for short term profit. The airline industry is going through very tough times and it needs long term support. The Bloc Québécois feels it is very important that the public be consulted. The objectives of Bill C-6 must be openly and publicly stated. Similarly, we should not impose an additional burden on the shoulders of small carriers. The bill does not set limits. Any airline can apply for certification. Clause 12, which amends section 5.3, reads as follows
5.31 (1) The Minister of Transport may designate, from among organizations that meet the conditions prescribed by regulation, one or more organizations whose activities relate to aeronautics to exercise or perform any of the powers, duties and functions set out in subsection (2). The Minister shall give a designated organization a certificate of designation setting out its powers, duties and functions and the terms and conditions under which they may be exercised or performed.
That is accreditation. This does not take into account the size of the business. Among the smaller airlines, those that are accredited will likely have lower expenses, and those that are not accredited will have to invest much more money, because they will be under Transport Canada surveillance and could be investigated. This is ideal, because it forces the airlines to always have the latest equipment and the best-trained staff. They will be less competitive and, over the medium term, will see that those that have their own service and have been accredited by the department of transport do not need to invest as much.
In that case, all these businesses will be forced to try to save money and obtain accreditation, and this does them no favours. This is why the Bloc Québécois will remain staunch defenders of Quebeckers and Canadians who like to travel by plane. We hope to maintain an adequate monitoring, investigation and inspection system under the responsibility of Transport Canada.
