The Government Air Service (SAG) is in trouble. As La Presse has learned, the exodus of pilots to the private sector, combined with the aging of the fleet, is leading to an increased use of subcontracting. Quebec is preparing to spend millions of dollars to avoid disruptions to medical flights and aeromedical evacuations.
Published at 3:16 am. Updated at 7:00 a.m.
Due to “unforeseeable failures” and a “shortage of manpower” largely due to the shortage of pilots in the aviation industry, it took less than six months for the Quebec Ministry of Transport (MTQ), which oversees SAG, to allocate all funds had used up ($700,000) from a subcontract that was supposed to last a full year.
It’s not finished yet. We are now preparing to pay up to 7 million euros to four subcontractors – Air Inuit, Sky Jet, Propair and Air Médic – by May 2025 and to disclose data under the Access to Documents of Public Bodies Act and the protection of personal data were collected. Almost $1.1 million has already been paid out since May 1, the date the most recent agreement was finalized.
“The ministry faces major challenges in terms of staffing levels and the aging of its aircraft fleet,” admits its spokeswoman Émilie Lord. The ministry is currently working on replacement scenarios to ensure sustainability of services. »
Given the current situation, some observers are wondering whether it isn’t time to reflect on how important it is for Quebec to continue to assume responsibility for medical air transport.
At the time of writing, the MTQ had not indicated whether this scenario was being investigated. For its part, the Quebec Public and Parapublic Service Union (SFPQ) believes that an exclusive reliance on the private sector would open the door to abuse and that this would ultimately lead to higher costs for taxpayers.
At the end of life
The SAG is responsible for air medical transport, forest fire fighting (with its air tanker aircraft) and other air activities, such as collaboration with the Sûreté du Québec (SQ) thanks to its helicopters. The issue of subcontracting appears to concern primarily the medical air transport niche.
According to our information, two of the four aircraft, Challenger 601 jets built by Bombardier in 1989 and 1994 respectively, have exceeded more than half of their useful life, that is, more than 15,000 flight hours outside the 30,000 hour limit. This shortens maintenance schedules. Challengers – especially when used in emergency evacuations – are therefore more common in the workshop.
In 2017, Le Journal de Québec reported that SAG paid around $1.8 million to acquire a used Challenger private jet from the United States, dismantling it and using its parts to renew certain parts of its own aircraft use. The bill could be high for MTQ if it decides to buy new equipment or enter the used market. We might have to spend tens of millions on a new jet.
It’s difficult to retain pilots
In addition to the age of Challengers, SAG is struggling to retain its drivers. Since April 1, eight people capable of piloting government aircraft – the Challenger and the Dash 8 – have left their ranks. By September 25, only 28 remained, making 14 crews. That’s a decline of 22% in 6 months.
“Morale is not strong,” says SFPQ General President Christian Daigle. Our fluctuation rate was 30% in 2022. To ensure everything runs smoothly, you need around 40 pilots.
If we offered good terms and invested in new equipment, we would stop paying millions for subcontracting. It shouldn’t be viewed as an expense, but as a longer-term savings.
Christian Daigle, General President of the SFPQ
According to the government, a corporate jet captain can make $110,000 annually. For a co-pilot, the cap is $75,000. In the union’s view, this is not enough to slow the migration to the private sector. The salary of an airline pilot is much higher at a major airline, Mr. Daigle argues.
In this context, it may be time to assess whether the gamble is worth it when it comes to medical air transport, says Jacques Roy, professor of operations and logistics management at HEC Montréal. The expert states that he does not have all the data to make a decision, but an in-depth internal analysis would make it possible.
“Yes, there is a need for someone in the ministry to award these contracts and monitor them,” Mr Roy said. But is it necessary to do it yourself? [le transport] ? That’s another question. »
Mr. Daigle disagrees.
“If the government abandons air medical evacuation, the door opens for the private sector,” says the president and director of the SFPQ. He will know that this is a vital service and that the state no longer has the ability to control rising costs. »
It’s a “wrong idea” to entrust everything to the private sector, says Mr. Daigle.
In collaboration with William Leclerc, La Presse
Learn more
2,520 patients were transported on state hospital aircraft in 2020-2021
Source: state aviation service
5,100 users who used the medical shuttles offering scheduled flights in 2020-2021
Source: state aviation service