Debates of April 18th, 2016

Air Canada Public Participation Act

[Sheila Malcolmson, NDP, Nanaimo—Ladysmith, BC]

Madam Speaker, to the New Democrats, the government's proposal on Air Canada maintenance looks as though it would protect corporate interests and not workers' interests. The government's proposal sanctions Air Canada's violation of its commitments to workers. It was a promise of the Air Canada privatization that jobs would be protected from outsourcing to foreign markets.

Through you, Madam Speaker, I ask, with Industry Canada pointing to staggering export of aerospace jobs to Asia- Pacific countries, how will the government keep jobs here at home in Canada?

[Leona Alleslev, Liberal, Aurora—Oak Ridges—Richmond Hill, ON]

Madam Speaker, again, this government is committed to the vibrancy of the aerospace industry in Canada, and hence is ensuring that there would still be a commitment of Air Canada to have its maintenance provided in Canada—not by Air Canada, the company itself, but rather by service providers who excel and specialize in the business of aircraft maintenance, repair, and overhaul.

This would be merely a redistribution. Rather than Air Canada's being the primary one delivering the service, it would purchase those services from other entities. That is why this would be great for Canada and for the aerospace industry and would allow Air Canada to become more competitive on the world stage.

[Kelly Block, Conservative, Carlton Trail—Eagle Creek, SK]

Madam Speaker, I want to follow along in a similar vein to the questions that my colleague asked.

If in fact the parliamentary secretary is suggesting that the reason for the amendment to Bill C-10 and is about modernizing the Air Canada Public Participation Act, I wonder if the member can then explain why this amendment to the act is so narrowly focused and does not contemplate measures to support Air Canada that would not affect jobs in Canada.

[Leona Alleslev, Liberal, Aurora—Oak Ridges—Richmond Hill, ON]

Madam Speaker, this amendment to the act is primarily focused on competitiveness around aircraft maintenance because that is the opportunity that has presented itself and has been of significant dispute as a result of the situation with Aveos. Therefore, this government is committed to ensuring that the aerospace industry as a whole is vibrant, and Air Canada as well.

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, I will be sharing my time with the hon. member for Bow River.

I rise to speak to Bill C-10, an act to amend the Air Canada Public Participation Act and to provide for certain other measures, which has me a bit confused.

From the outset, I would say that during her excellent speech last week, our transport critic, the hon. member for Carlton Trail—Eagle Creek, presented some key dates related to the facts that bring us to talk about Air Canada today.

These dates are important and bear repeating. On November 3, 2015, the Quebec Court of Appeal, Quebec's highest court, confirmed an earlier ruling by the Quebec Superior Court that Air Canada had failed to fulfill its legal obligations under the Air Canada Public Participation Act concerning heavy maintenance of aircraft in Montreal, Winnipeg, and Mississauga.

On December 11, 2015, Bombardier formerly requested financial support of $1 billion U.S. from the Government of Canada. This was two months after the Government of Quebec had purchased a 49% stake in the C Series program for that same amount.

On February 6, 2016, Republic Airways, which to that point had placed a very large order for the C Series, streamlined its operations as it filed for bankruptcy protection and cancelled its order for up to 80 C Series aircraft. The very next day, February 17, Air Canada announced that it had begun negotiations with Bombardier to purchase 45 CS300 aircraft, with an option for 30 more.

Obviously, we are thrilled about Air Canada's decision to purchase Bombardier's superb aircraft. Not only will this decision have a huge impact on our aerospace industry, but it also gives credibility to Bombardier's new aircraft. We have heard some other announcements recently, and let us hope that those announcements turn into real orders, so that Bombardier can achieve its goal of launching a new economical aircraft to compete with large manufacturers like Boeing and Airbus in their own airspace.

Now that everyone is so happy about Air Canada's decision to purchase Bombardier's C Series planes, we have to wonder about the government's decision to introduce Bill C-10 at this point in time. The Minister of Transport never answered our questions about the impact that the bill will have on the Aveos workers. He keeps repeating the same message spun by his communication advisers. Whenever we talk about Aveos and Air Canada, he replies that Bombardier committed to establishing two maintenance centres for the C Series in Montreal and western Canada. There is absolutely no mention of this in Bill C-10, even though this will have a huge impact on nearly 3,000 Aveos workers, who are watching as the new Liberal government is turning its back on them without even having the decency to admit that it sacrificed those workers on the bargaining table between the government, Air Canada, and Bombardier.

Those workers had no reason to expect that the new government would betray them that way. They were right, since they thought they could rely on the support of one very influential member, and I want to stress his influence, in the Prime Minister's Office.

I will share a quote from that very influential cabinet member, who gave a little speech on Parliament Hill. He said, “It is such a shame that we have to demonstrate to ask the law and order government to obey the law”. He said that the government had made promises and said that we should not worry about Aveos.

I remind members that this quote was from a very influential government member.

He continued, “We are losing the types of jobs that we need in this country.” He said that it was not true that our best resources are in the ground somewhere, that our best resources are human resources, qualified workers like them, who are building this country every day with their hands, arms, intelligence, and creativity.

As members have gathered, these comments were made to Aveos workers.

Lastly, he said that it was not right that the government was refusing to invest in what had made this country strong, and that thousands of Canadians who travel every day were being put at risk with potentially lower-quality maintenance. Then he thanked them for being there.

Imagine this emotional little speech given by a very influential member of the Liberal government. Obviously, this must have initially given Aveos workers renewed hope. However, today we have realized that, unfortunately, these words, which were spoken right here in front of our Parliament Buildings, were just rhetoric.

I get the feeling that members have a lot of questions. They want to know whether their colleague is finally going to tell them which very influential government member said those things. Which Liberal member spoke so clearly and eloquently in support of Aveos workers?

Members had better stay seated, otherwise they might fall down. They will be shocked by the answer. The very influential member of the government who said those things just a few years ago is the member for Papineau, the current Prime Minister.

I will quote him again. He concluded his speech to Aveos workers by saying, “It's not right.”

What has happened since the member in question, who went on to become the Liberal Prime Minister, gave that speech on Parliament Hill that would make him change his views so drastically and cause him to forget about all the wonderful promises that he made? The answer is that the promises that the Liberals made before October 2015 are no longer valid. The Liberals' sunny ways are promises that they do not keep once in office.

It is important for me to remind members of this incident because it clearly shows that Bill C-10 is improvised, that it goes contrary to the promises made by the Liberals before the election, and that it is going to cost thousands of Canadian jobs. The Minister of Transport is telling us that he is taking action because the provinces, including Quebec, decided to settle their dispute with Air Canada. Once again, it is important to set the record straight.

This is what the Government of Quebec agreed to. I am quoting from a press release issued by Air Canada.

Subject to concluding final arrangements, the Government of Quebec has agreed to discontinue the litigation related to Air Canada's obligations regarding the maintenance of an overhaul and operational centre...

It does state “subject to concluding final arrangements”, and those are important words. The Government of Quebec has not resolved the dispute; it has temporarily suspended the litigation while the two sides negotiate a settlement deal. Until Air Canada concludes its purchase with Bombardier, takes possession of its first C Series aircraft and begins the work, the deal with the Government of Quebec cannot be final.

Then why is the government in such a hurry to pass Bill C-10? We have to wonder. With Bill C-10, there is no longer a guarantee of any jobs or future maintenance, and by future I am talking about a rather distant future for the C Series. There is also no guarantee of current maintenance work for Air Canada's fleet. Therefore, Bill C-10, is premature, imprudent, and incomplete.

The Conservative Party believes that Air Canada must be a private sector company that is not supported by taxpayers and provides Canadians with reliable access to air travel. That was the original intent of the Air Canada Public Participation Act, which put in place conditions to ensure that this was possible and realistic. Could it have been done better? Could we help Air Canada be more competitive? Of course.

There have been a number of proposals for helping Air Canada without affecting a single job in Canada. For example, the government could link airport improvement fees to specific projects with clear end dates. It could completely overhaul airport security funding models. It could increase the number of trusted traveller programs, such as NEXUS and CANPASS. It could increase the ownership limits to at least 49% for commercial passenger carriers. In short, there were other solutions.

In conclusion, we know that Air Canada supports these measures, because that is what the company said in the brief it presented during the review of the Canada Transportation Act. The question is, why did the minister choose to amend this bill without taking the opportunity to include other measures that Air Canada put forward in its brief? Neither the bill nor the minister took any of those measures into account. That is another reason why the Conservative Party cannot support this bill.

[Kate Young, Liberal, Parliamentary Secretary to the Minister of Transport]

Madam Speaker, I want to understand why the hon. member is not considering the creation of the centre of excellence in Montreal that could produce upwards of 1,000 jobs over 15 years, while the manufacturer of Air Canada's C Series aircraft could create an additional 300 jobs, plus more jobs in Ontario and Manitoba.

I would like to understand why the member is dismissing that.

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, the answer to that question is pretty simple. It is because the jobs and the maintenance centres will be created by Bombardier, but the bill is all about Air Canada. Bill C-10 does not even mention Bombardier. We support Bombardier and encourage the company to create maintenance centres and jobs in Canada, but do we need to sacrifice existing jobs and the people who want to keep working and putting their expertise to good use for Canadians as they maintain aircraft here in Canada in a stable and safe environment? That is my answer to my hon. colleague's question.

[Alistair MacGregor, NDP, Cowichan—Malahat—Langford, BC]

Madam Speaker, I appreciated listening to the member's speech, especially his recounting of the Prime Minister's quotes in 2012. At that time, the Conservatives were in power. I would argue that the Liberals will do something worse now, because they actually will change the act, whereas the Conservatives just refused to uphold the act.

Could the member explain to the House, now that the Conservatives are in opposition, what has led to their forceful adoption of the act, and why are they such stern defenders of it now when they were not prepared to do so in 2012?

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, I think we have to come back to the spirit of the legislation. Bill C-10 is about Air Canada. It is a bill that will allow Air Canada to stop having its aircraft maintained here in Canada. There is no guarantee that aircraft maintenance will continue to be done here. It can be done abroad. Why are we standing up today? We want to ensure that these good jobs to maintain Air Canada's fleet of aircraft are kept here in Canada.

[Kelly Block, Conservative, Carlton Trail—Eagle Creek, SK]

Madam Speaker, I would like to thank my colleague for the very good work he does on the committee.

I want to give him an opportunity to perhaps speculate on the number of measures that could have been put into the bill to amend the Air Canada Public Participation Act and why the minister and the government are so narrowly focused with the bill.

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, I too want to acknowledge the excellent work our party's transport critic does in committee. She is on top of what is going on with transport in Canada. She does an excellent job. She and her team prepared very good notes for us on everything that could have been done by Air Canada and in order to improve its competitiveness. I mentioned a few of those things in my speech. I could talk about others. The aviation fuel tax could have been reduced or eliminated. That could have helped Air Canada be more competitive. Nav Canada could have been overhauled. The governance in airport authorities could have been improved. We could have established guiding principles to help Canada's airports set user fees. We could have better aligned our regulations with those of the United States and Europe. None of that was done. Bill C-10 does the bare minimum.

[Martin Shields, Conservative, Bow River, AB]

Madam Speaker, it is a privilege for me to speak to Bill C-10, an act to amend the Air Canada Public Participation Act and to provide for certain other measures.

Canada has had a long history when it comes to flight. In 1909, the Silver Dart in Baddeck Bay, Nova Scotia was one of the first flights that occurred in the world. In 1913, the first cargo flight was the delivery of the Montreal daily mail to Ottawa. Its return flight was a little iffy.

I have some concerns with the legislation as it stands. One of my biggest concerns is that 3,000 Canadian aircraft maintenance jobs are on the line as a consequence of this legislation. That is a lot of highly skilled, high-paying jobs. It would be a major loss to the communities affected were these jobs to vanish. It would be one of the most negative consequences of the bill.

I am concerned because this could negatively affect the communities of Mississauga, Montreal, and Winnipeg. I find it strange that Air Canada never mentioned aircraft maintenance costs as being prohibitive in its various comments made in the context of the past Canada Transportation Act review.

I am skeptical about the legislation. What does it seek to achieve? Why is it trying to fix a problem that does not seem to be a problem at all? If we really want to do service to Air Canada and other Canadian carriers, let us fix the situation that experts at Air Canada have identified.

Trans-Canada Airlines started in 1937. In 1937, the first stewardesses were hired. They had to be nurses. Why? It was to ease the concern of passengers for the safety of flying. We now have excellent maintenance that we can trust and Canadian flyers on Air Canada can trust this. For the younger members of the House, in 1995 the name was changed to Air Canada.

I have some suggestions for ways Air Canada could be made more competitive both in Canada and at the international level. My suggestions may not put the jobs of 3,000 Canadian workers in jeopardy.

One suggestion is tying airport fees to tangible projects with clear sunset clauses. When sunset clauses are effective and travellers see direct results of the fees in improvements, it may result in reduced ticket prices. That means more passengers on Air Canada flights and a direct benefit to the airline's bottom line. That is one way to help Canada without risking 3,000 jobs in Winnipeg, Mississauga, and Montreal.

A second way to make Air Canada more competitive is by reducing the excise tax on aviation fuel. There are high taxes on aircraft fuel. A variety of federal fees and taxes inflate the cost of air tickets in Canada, making it very expensive to fly within Canada. The air fuel excise tax is one of these examples. Therefore, why would the Minister of Transport not look at this as a possible way to make Air Canada more competitive? As was pointed out in its brief, these excise taxes were supposed to be reinvested in airport infrastructure. If we could fix the excise tax problem, I am sure Air Canada would appreciate such a change.

One of the major issues that ends up affecting Air Canada and all carriers at airports is the issue of security. What we need for security screening is an intelligence-driven, risk-based passenger screening process. This would lead to a smoother, quicker system that would save critical time for airlines like Air Canada and airport staff, and relieve the burden of the one-size-fits-all process we have now. Let us streamline the security process so we make a more simple and yet more robust security screening process at the same time.

Let us try to fix some of the issues Air Canada has stated. One of the issues with respect to security is the air travellers security charge, or ATSC. This is a fee that is charged to passengers to cover the costs of the Canadian Air Transport Security Authority. It was founded in the wake of the 9/11 terrorist attacks to ensure the security of those who flew within Canada.

The issue is, as Air Canada pointed out in a submission, that the amount of fees collected from passengers is too high. Looking at the numbers, the amount taken in surpasses the budgetary needs. In 2013-14, this left a surplus of $123 million. That is a problem. Why are we making such a small change to the act? What kind of support will this give to Air Canada?

We are not quite sure what it will do to help the airline. It has not been made clear to us. What we do know is that the bill would put the jobs of 3,000 airline mechanical staff in jeopardy, in Mississauga, Montreal, and Winnipeg.

The bill is not worth the risk, and an unintended consequence of passing the bill would be that these 3,000 jobs could leave Canada. I am asking the government to take another look at the bill and see that it is not the right course of action.

The Minister of Transport believes that somehow the legislation before us would assist Air Canada in cutting costs. I appreciate that he says this is his goal, but what we would like to see on this side of the House are some actual numbers. I know that our transportation critic, the hard-working member for Carlton Trail—Eagle Creek, has asked for this from the minister. Therefore, I am asking again. Can the minister provide the actual amount that this proposed change would deliver in savings to Air Canada? If not, then I would ask him to give us more detail as to the rationale for the legislation.

As we are very concerned about these 3,000 workers, can the minister confirm that he has consulted with them about any of these changes? Has the minister consulted with their union on this?

Airport rent is another sticking point. Airport rent and fees in Canada are incredibly high, and it makes it very hard for airlines like Air Canada to operate in this business climate. I will quote directly from Air Canada's submission to the Canadian Transportation Act review.

In fact, depending on the type of aircraft, Air Canada landing and terminal fees in major Canadian airports are 35% to 75% higher than in major U.S. airports. When factoring in the difference between the Airport Improvement Fee and its U.S. equivalent (Passenger Facility Charge) that are paid by passengers, airport-related costs are on average 83% higher per departing seat in Canada than in the U.S.

This uncompetitive cost environment is not only causing the leakage of Canadian passengers to the United States, but also the loss of international traffic travelling to or via Canada.

This is from a recent National Post article:

The World Economic Forum ranks Canada No. 16 out of 140 countries for the quality of its airport infrastructure, but No. 130 when it comes to ticket taxes and airport charges.

This loss reduces our ability to position our country as an international gateway and to grow airlines and airports. There is potential to work something out, and I hope the minister is looking at other options to help the airline industry find solutions to these real problems that have been identified.

Air Canada is seeking a regulatory change as to how we manage the aviation industry. This is from its submission:

Our country also needs an efficient process for determining new aviation policy and rules--one that is able to keep pace with the rapidly evolving technology and operations of the industry.

The issues I have outlined in my speech are real issues, many of them raised by Air Canada itself. Why are we looking at such a small change, to the risk of 3,000 workers in Montreal, Winnipeg, and Mississauga?

I cannot support the legislation before us. That being said, I am looking forward to seeing what the minister might offer in terms of really supporting the Canadian airline industry, hoping there will be some future pieces of legislation that I can support.

[Garnett Genuis, Conservative, Sherwood Park—Fort Saskatchewan, AB]

Madam Speaker, this issue was first brought to my attention because of a constituent who specifically lost his job as a result, in his view, of Air Canada's failure to live up to its obligations under the Air Canada Participation Act. We have not heard anything from the government in terms of what the economic benefits are to this measure. All we know is that job losses are involved.

I wonder if the member could speak a little more as to what other measures, alternatives, could exist that could make Air Canada more competitive, and which would not involve the loss of jobs that are associated with the bill.

[Martin Shields, Conservative, Bow River, AB]

Madam Speaker, I thank my colleague for the question and for sharing his time today.

One of the things we understand that is really important is that in owning a vehicle, we learn quickly that the mechanical upkeep of it is important. When the dealerships have strong support staff and mechanical people, we trust our vehicles. Those people live locally in our communities. I think this is what is important. As my hon. member has said, we trust our vehicles because of the level of trust we have in the staff who maintain them.

The only way that works if one is flying is that we can trust the maintenance staff that keep our airplanes flying. Therefore, I think it is critically important to have those people in our communities so that we understand and trust that we are flying safely in this country.

[Karine Trudel, NDP, Jonquière, QC]

Madam Speaker, I thank my colleague for his speech.

When the Conservatives were in power, nothing was done to keep the Aveos jobs in Canada. In their view, the Air Canada Public Participation Act, or ACPPA, is not clear and does not stipulate that heavy maintenance must stay in Canada. The Conservatives implied that just light maintenance would be enough to meet ACPPA's legal requirements.

I wonder whether my colleague could expand on that.

[Martin Shields, Conservative, Bow River, AB]

Madam Speaker, speaking of history, I am speaking of when we had a tremendous aircraft industry in this country that was recognized worldwide for the safety it created, how well our flights were managed and our equipment was maintained so that we felt safe flying. Therefore, for me to change that to possibly moving jobs somewhere else, where we would not have that insurance, is a risk factor for our citizens who want to fly and feel safe in this country.

[David Graham, Liberal, Laurentides—Labelle, QC]

Madam Speaker, I am a private pilot myself, and I can say that I would never do anything to endanger aviation safety. Therefore, I would like to ask the member for Bow River this: Does he believe that the existing act should be left untouched, or is what the government member proposing an improvement at all?

[Martin Shields, Conservative, Bow River, AB]

Madam Speaker, speaking specifically to this amendment, this one piece only, I believe that it directly affects the safety that these jobs provide to our airline industry, and it affects where they may be in our Canadian cities. Therefore, I am speaking specifically to this particular amendment that I believe causes much concern with respect to the communities where these jobs exist, and for the ongoing safety of our airline industry.

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, my colleague seems to be very familiar with the history of Air Canada.

I would like to know whether he thinks it is acceptable for a member to say one thing before he is in government and then take an entirely different stance once he is elected prime minister.

What does my colleague think of that kind of flip-flop?

[Martin Shields, Conservative, Bow River, AB]

Madam Speaker, it reminds me of the Canadian passenger arriving at the Pearly Gates. There were clocks behind Saint Peter. One of the clocks was entitled “saints”, and Mother Theresa's hands had not moved on the clock. The passenger asked why: “She never lies.” The next clock was entitled “airline mechanic”, and the hands had hardly moved. He said, “They're very truthful. Let's be honest.” Then there was the title “federal politician”, and the clock was not there. The person wanted to know why. He said, “Well, years ago we took that clock and we used it as a ceiling fan.”

[Judy Sgro, Liberal, Humber River—Black Creek, ON]

Madam Speaker, I am pleased to be joining the discussion today. I am also pleased to see you sitting in the chair and doing a great job on behalf of all women. It is a delight to see you constantly in that chair.

I am pleased to stand and speak in support of Bill C-10. It is legislation that, while somewhat technical in nature for a lot of people to follow, is incredibly important for Canada's national airline, for the aerospace sector, and for the related jobs and economic activity on which the Canadian economy so importantly relies.

However, before I get to my main points, I want to take a moment to offer my compliments to some of my colleagues who have already spoken on this important topic. We have heard a variety of issues raised. They are issues that the committee will have an opportunity to review and discuss and to look at very thoroughly.

There already has been very good debate on Bill C-10, as we heard on Friday, and of course from my colleagues today. I am eager to add my voice to that. However, inasmuch as debate in the House is important, as chair of the transport committee, I am eager to hear from the stakeholders once the legislation is referred to the committee.

Before we get to that, I would like to specifically compliment the parliamentary secretary, who touched off this debate by clarifying several important points. For example, the parliamentary secretary confirmed that the bill is being submitted for consideration by the House in the context of an historic investment by Air Canada in Canada's aerospace sector. That is very true. As members all know, Air Canada has announced its intention to purchase some 75 C Series aircraft from Bombardier. Adding to that investment, Air Canada has promised to ensure that these planes will be maintained in Canada for at least 20 years. That is a very significant investment, and a huge help for our economy. The importance of these decisions cannot be understated when it comes to jobs and growth of Canada's economy.

Allow me to be even more specific. The facilitation of the creation of centres of excellence will be a boon when it comes to jobs across the aerospace sector. The parliamentary secretary verified that Quebec has estimated that the creation of the centre of excellence in Montreal alone could produce 1,000 jobs in over 15 years, while the manufacturing of Air Canada's C Series aircraft could create an additional 300 jobs. There will also be more jobs in Ontario and Manitoba.

These are not just jobs. These are families who will enjoy a solid income, benefits, and stability for years to come. Those families will support communities, and those communities will fortify our great country. These are the kinds of investments and outcomes that Canada should be pursuing. They are market driven, promise to improve Air Canada's bottom line, and will allow for service improvements by prompting technological investment right here in Canada.

However, of course there have been genuine impediments to this approach in the past. For example, in 2012, Quebec's Attorney General took legal action against Air Canada, accusing the carrier of non-compliance with provisions of the Air Canada Public Participation Act.

Madam Speaker, I must stop for a moment. I forgot to mention that I am sharing my time today with the member for LaSalle—Émard—Verdun.

Quebec has now made the decision to end that litigation, in light of Air Canada's investments in the aerospace sector and the related promise involving maintenance commitments in Quebec. This opens an important window for Canada to modernize the Air Canada Public Participation Act, which is what this is all about.

This goodwill, fortuitous timing, and opportunity must not be squandered. We need action now. The purpose of Bill C-10 is to amend the sections of the act that have to do with Air Canada's operational and overhaul centres. With these changes, Air Canada will establish a centre of excellence in Quebec, Ontario, and in Manitoba. These centres will be able to not only service Air Canada's planes, but also to offer those services to other national and international airlines.

Creating this new revenue stream, coupled with increased flexibility for Air Canada management, would mean a more dynamic and modern business structure, and clearly that should be good for everyone—Canadians, Air Canada, and all of our other spin-off industries.

However, let us not forget that the current legislation is nearly 30 years old and this is no longer 1989. The current act was the product of a time when countries around the world were moving away from high regulation and public ownership in sectors such as air transport. Canada was not immune to global trends, and so we followed by deregulating the air-transport sector, commercializing our major airports, and transforming Air Canada from a crown corporation to a private company. This was the right move at that time, but the world has changed, and to be successful in 2016 we must again look to modernize.

However, none of this can happen if we refuse to provide Air Canada and our aerospace sector with the tools needed to prepare for the challenges of modern businesses and the investment environment.

Now, many members across the way have raised questions in the House—justifiable questions, questions that are seeking answers. They ask why we must do this change now, and why this change must occur so quickly.

The truth is that the aerospace and air-transportation sectors exist in very dynamic environments. Other air carriers, Canadian and international, are not subject to the same obligations regarding their maintenance facilities. That means they can seek out efficiencies in ways that are simply not available to Air Canada, a fact that places Air Canada at a competitive disadvantage. Bill C-10 would help to establish a new balance. If we want the economic benefits of high-paying, quality, reliable jobs promised by all of the other sectors, we must arm the players within that sector accordingly. This is why we are here today, and it is why Bill C-10 is so important for all of us in the House and for all Canadians.

In other words, this government has introduced this legislation at a critical time in the history of Canada's aerospace history. Not only is Bombardier offering a game-changing product for the entire global industry, but Canada's most important airline is planning to take advantage of the technological differences and efficiencies and the heightened environmental performance by generously and wisely investing domestically for its aircraft fleet renewal.

Investing in a cutting-edge product that was designed and manufactured mainly in Canada will improve Air Canada's ability to compete globally and to serve all Canadians. Everyone would win, but only if we act now. To be clear, the government wants Air Canada to have the flexibility needed to organize and manage its business operations here and around the world. We understand that the air-transport sector has evolved and will continue to evolve, and Air Canada needs the tools and the regulatory supports to keep pace. However, this must be done while maintaining adequate safeguards for Canadian workers and suppliers.

That is why we are proposing to ensure that the act continue to require Air Canada to carry out aircraft maintenance in certain Canadian regions. I believe that Bill C-10 would do all of these things, and I am eager to hear from stakeholders at the committee so that we can give a thorough hearing to the many people who will want to make their comments, so we can ensure we have a strong, positive piece of legislation going forward that will ensure the jobs are here in Canada but that, if work is done elsewhere, it is also done to Canadian standards.

[Garnett Genuis, Conservative, Sherwood Park—Fort Saskatchewan, AB]

Madam Speaker, I thank the member for her speech. She said a number of things that might seem curious insofar as the bill does not mention Bombardier at all.

I wonder if the member could just clarify. Was the decision to introduce this bill influenced by Air Canada's decision to purchase the C Series? Would the bill have been introduced had the decision to purchase the C Series not been made?

[Judy Sgro, Liberal, Humber River—Black Creek, ON]

Madam Speaker, the issues before us require action to ensure that Air Canada—that is the issue we are dealing with—has the flexibility to go forward.

Those of us who spend a lot of time at airports see the amount of growth that is happening at any of our major airports and the number of new airlines that are coming in. It is important that Air Canada, in whatever it has to do, has the flexibility to be able to move forward, to be able to compete, to be able to ensure our aircraft are number one, and to give an opportunity to showcase Canada every step of the way.

[Daniel Blaikie, NDP, Elmwood—Transcona, MB]

Madam Speaker, I think it is worth noting, in fairness to the hon. member who just asked a very good question, that there was not an answer to that.

It is odd to have the Liberals on the one hand wanting to invoke what is going on with Bombardier and the C Series order in their speeches. When they are asked a pretty obvious question, which is if we are talking about Bombardier and Air Canada in the same breath, it would be nice to hear the government just say so. I think it makes a lot of sense to be asking if there is a connection between the two. It seems obvious that there is.

In her remarks, the hon. member often talked about flexibility, about the need to compete. When we talk about the virtues of this deal in terms of jobs, centres of excellence, how wonderful it is that we will be building these centres of excellence, and how well suited the areas are in which Air Canada will build those centres of excellence or do the work it will be doing competitively, what is missed is that nothing in the act as it stands prevents those centres of excellence from being established. Therefore, why is it we have to give up legal guarantees for good jobs, different kinds of jobs, in order to get these other jobs, if these areas are so well suited to the kind of work that will be done?

I would mention, because we are giving up jobs with a legal guarantee, what legal protections are there for the jobs at the centres of excellence?

[Judy Sgro, Liberal, Humber River—Black Creek, ON]

Madam Speaker, every time, we can try to ensure that whatever legislation we pass is respectful of jobs, communities, and people who have those jobs, but opens doors and provides opportunities for new jobs in new areas.

Bombardier is a natural partner of Air Canada. We will have an opportunity to showcase new planes if it goes in that direction, but investing in our aerospace sector is effective. It is tremendous growth for Canada to be able to succeed, to be able to offer expansion, and to be able to offer jobs for many Canadians.

More important, a lot of young people are very keen to get more involved in the aerospace industry. I think our job as legislators is to make sure that companies competing in Canada have a level playing field, have the flexibility they require to do well, and not be held back by legislation and things that occurred in 1989 or 1997.

We need to be realistic. It is 2016. If we want our national carriers and our companies to be able to compete on a broader scale, we have to make sure that we take the handcuffs off and that we provide the opportunities for them.