MONTREAL – Every morning, travelers and cargo depart from Montreal's Trudeau Airport for a 1,600-kilometer journey to Puvirnituq in northern Quebec aboard an aging Air Inuit plane. This nearly 50-year-old Boeing 737 has a storied past, previously serving carriers in Europe and Central Africa, but now it focuses exclusively on connecting the bustling metropolis with a remote village of 2,100 residents.
Canada stands out as the country with the most vintage jets still in operation for passenger service, with thirteen of the thirty oldest jets in the world registered here. All thirteen are Boeing 737-200s, with ages ranging from 42 to 52 years old. Venezuela follows, with six jets in the same category, while the United States accounts for three.
Canada's vast geography, severe weather conditions, and rugged airstrips contribute to its reliance on older aircraft instead of more modern models. "Air Inuit still flies the 200 series out of obligation," stated CEO Christian Busch, whose airline operates a fleet of 36 planes, including four of these classic models. The unique needs of flying to remote locations, many of which feature unpaved runways, bolster this choice.
The Boeing 737-200, designed in the late 1960s and discontinued in production two decades later, is uniquely equipped to handle gravel runways, which comprise the majority of Canada’s 117 remote northern airports. "We’re still flying aircraft on gravel runways, and the 737-200 is the only jet approved for such landings," Busch noted. This aircraft can be modified with a gravel kit that protects its undercarriage from debris, allowing it to operate safely in challenging conditions.
Marco Prud’Homme, president of charter airline Nolinor Aviation, echoed this sentiment, posing the question: "We have a 737-800 in our fleet, but where can I land it?" Most of Nolinor’s flights service remote mines, supplying workers and materials using the durable 737-200 models, which are better suited to the rough terrains of northern Canada. Mines often forgo paving their runways due to rehabilitation costs and the unstable nature of permafrost during summer months.
In contrast to turboprop aircraft—which can land on gravel but travel more slowly—Boeing jets offer a quicker alternative for passenger travel. Prud’Homme highlighted the efficiency, stating, "If you have to use a turboprop aircraft to get there, it’s going to take forever." Nolinor boasts a fleet of fourteen aircraft, including nine well-maintained 737-200s, the largest collection among carriers in this category.
Despite their age, older aircraft do present challenges, including increased fuel consumption and maintenance difficulties. Busch commented on the added complexity of keeping vintage planes running, where even minor components can become hard to find. However, Prud’Homme pointed out that many older parts are more affordable and easier to source compared to newer jet components. A 2014 study by the MIT International Center for Air Transportation revealed no correlation between aircraft age and accident rates in North America and Europe, emphasizing that proper maintenance is far more crucial for safety.
Even in this context, companies like Glencore Canada are proactive about the reliability of their 46-year-old planes. They station mechanics on flights and carry spare parts to mitigate unexpected repairs, ensuring that safety remains paramount. "There’s no concern as far as safety is concerned because the airplanes are maintained," asserted Pierre Clément, the director of aviation at Glencore's Raglan Mine.
As Canada continues to depend on older 737-200 models for its remote air travel, future possibilities of modernizing air travel are on the horizon. Glencore is exploring potential runway improvements to accommodate newer aircraft, including asphalt strips, while the Quebec government has pledged up to $50 million to upgrade the gravel runway in Puvirnituq. This might allow newer jets to land there as early as next year, making for a more efficient transportation network in the region.
