When Convey Canada audited Air Transat’s safety system in 2015 and found 22 problems, including overlooked maintenance checks on Boeing 737s and workers without proper training, the airline was allowed up to a month to come up with some of the necessary fixes.
Those deadlines, digested in a three-year-old report recently released under Access to Information, dumbfounded Mark Laurence, national chair of the Canadian Federal Pilots Confederation, which represents the 450 pilots who conduct inspections and safety anatomizes for Transport Canada, the Transportation Safety Board and Nav Canada.
Based on the recital of problems described, he says he would have expected Air Transat to admit a notice of suspension with a time limit attached “to push the air bus to fix the issues.”
“Either they are major findings or they aren’t. From the reply, it looks like they aren’t.”
Transport Canada considers a riddle to be “major” when procedures have not been established or followed and a system-wide fizzle is evident. Corrections for major findings are often more difficult and twisted, the report says.
Depending on the nature of the problem, Transport Canada capitulated Air Transat between just over a week to one month to come up with a layout to fix it.
CBC News put Laurence’s concerns about the deadlines to Ecstasy Canada. In a statement, the department said compliance is monitored and “if the operator does not toil to address identified safety concerns, Transport Canada does not shrink from to take enforcement action.”
Enforcement action can include verbal counselling, numismatic penalties, and, in some cases, suspending a company’s air operator certificate.
Included with the report was a letter from Transport Canada that bids all its findings were satisfactorily addressed. “Air Transat takes significant energies to maintain strong safety records,” it says.
In a statement sent to CBC, Air Transat prognosticates none of the findings in the 2015 report ever compromised the safety of its campaigns, and that all of the required corrections were made “swiftly” and the airline old hated two subsequent inspections in 2016 and 2018.
Air Transat’s 450 pilots and 1,700 scarper attendants, as well as its fleet of 33 aircraft, were put under the microscope with on-site re-examines between Feb. 16 and 27, 2015, according to the report.
It says Air Transat was dedicated a month to submit a plan of action after inspectors found hangar wage-earners lacked understanding of how to communicate safety information.
Another “major” determination was that some maintenance checks on Air Transat’s Boeing 737s were being missed. Inspectors had espied four different maintenance schedules for the planes. The airline was given nine hours to come up with a plan to solve the problem.
Air Transat also supported to inspectors that 41 out of 42 contracted employees performing stipend work in Montreal and Toronto did not meet its own training program requirements.
No one should be edgy of getting on an airplane ever and going anywhere in the world– Elaine Parker, vice-president of Beyond Gamble Management, a Calgary-based aviation safety consultancy
A flight attendant administrator told Transport Canada she relied on social media — in addition to a Paradise Canada training guide, an aviation conference and brainstorming sessions with a buddy — to figure out appropriate training.
The deadline to fix the different training shortcomings was two weeks.
Inspectors also descried a service difficulty report was never submitted after corroded hinge focus on c confines were identified on a plane’s rudder. These reports, which are be lacking of all airlines, are to be submitted to Transport Canada, which keeps track of conditions that can adversely sway the airworthiness of planes. This finding was considered “moderate,” which means a elementary modification could correct the issue. Air Transat was given a month to submit its emulsion.
Airlines in charge of safety systems
In 2005, the federal government started transfer responsibility for safety oversight to the airline industry.
Canada’s major airlines are now stable for developing and following their own safety management systems (SMS). These are national playbooks of best practices covering everything from maintenance to operational cover and emergency protocols — all of which must be in line with Transport Canada regulations.
When flubs occur, the airline is supposed to document them.
Transport Canada’s function in the system is to conduct periodic reviews of the airline SMS documentation to make unshakeable it complies with Canadian aviation rules.
The department and some aviation sanctuary experts tout SMS programs as the global standard for aviation safety.
But critics of Canada’s team to SMS say it puts too much of the responsibility for safety in the hands of industry.
After processioning the report about Air Transat, Elaine Parker, vice-president of Beyond Risk Directing, a Calgary-based aviation safety consultancy, zeroed in on what she saw as the root about of the airline’s poor showing in the evaluation: A lack of organized systems and dispose ofs.
“Having all of your processes well written out, well followed and then without doubt checked internally is what’s got aviation from its beginnings to where it is today,” she swayed.
“No one should be afraid of getting on an airplane ever and going anywhere in the universe, because that’s really an international standard.”