Latest news with #737-800
Yahoo
20-05-2025
- Yahoo
Why Canada hosts more old passenger jets than any other country — by far
MONTREAL — Each morning, travellers and cargo take off from Montreal's Trudeau airport for a 1,600-kilometre flight to Puvirnituq in northern Quebec aboard a nearly 50-year-old Air Inuit plane. This seasoned Boeing 737 previously cruised the skies above Europe and Central Africa for now-defunct carriers in France, Gabon and the Congo. But now its trips are all-Canadian, shuttling people, food and building materials between the country's second-biggest city and a village of 2,100. The aging aircraft is no outlier in Canada, which plays host to more old jets deployed for passenger service than any other country. Their age can pose challenges for maintenance and fuel efficiency, while others question the safety of second-hand haulers, but operators say they are ideally suited for commercial flights to remote destinations. Thirteen of the 30 oldest jets in the world carrying travellers on scheduled or charter routes are operating in Canada, according to figures from ch-aviation, an industry data provider. All 13 are Boeing 737-200s between 42 and 52 years old. Venezuela is the runner-up, with six jets in the top 30. The United States notches three. Counterintuitively, Canada's sprawling geography, harsh weather and rugged airstrips are the reason it relies more heavily on old planes than on newer, sleeker models. 'The reason why Air Inuit still flies the 200 series is not by choice but by obligation,' said CEO Christian Busch, whose 36-plane fleet includes four of the classic narrow-bodies. Three — all among the oldest 30 globally — house passengers in the back half and freight in the front. Much of the rationale boils down to unpaved runways. 'We're still flying aircraft on gravel runways, and the 737-200 is the only aircraft approved to land — jet aircraft approved to land — on gravel to this date,' he said. That's because the beefy Boeing, which entered into service in 1968 and ceased production 20 years later, was designed to be fitted with a gravel kit. That modification includes a deflector on the nose wheel that shields the underbelly from flying rock fragments. It also blows compressed air in front of each engine to prevent debris from entering the turbofans, which could be damaged and shut down. All but seven of Canada's 117 "remote northern airports" are unpaved, according to a 2017 auditor general's report on aviation infrastructure in the North. "We have a 737-800 on the fleet. I would love to fly that aircraft up north, but where can I land it?" asked Marco Prud'Homme, president of charter airline Nolinor Aviation. "I mean, it's all unpaved runways." While some of its vintage Boeings fly to villages, about half of Nolinor's flights descend on a half-dozen remote mines, transporting workers, groceries and supplies via 737-200 to an open-pit project in Nunavut and other northern operations. Mining companies avoid paving runways in part because asphalt and concrete are harder to rehabilitate when the site closes. More importantly for northern areas, permafrost can melt in the summer, creating cracks or large ripples in the runway. 'If you pave the runway, after one year you will have to start again,' Prud'Homme said. While many airlines deploy a mix of turboprop planes — which can land on gravel — and jets, the former are far slower and thus less appealing for passenger travel. 'If you have to use a turboprop aircraft to get there, it's going to take forever,' said Prud'Homme, whose 14-aircraft fleet includes nine "well-loved" 737-200s — more than any other carrier, he claims. Eight are among the 50 oldest passenger jets in the world deployed for passenger service, according to ch-aviation. The two longest-serving veterans are 50 and 51 years old, making them third- and fourth-oldest globally, right behind a pair of U.S.-based charter jets, the oldest of which was built in 1971 — for the now-defunct Canadian Airlines. Geriatric planes are not without issues. They guzzle more fuel and cause greater maintenance headaches, said Air Inuit's Busch. 'It's not as easy as maintaining new or modern aircraft,' whose components may be more readily available, he noted. Seemingly basic items can pose big problems. Finding parts to swap out a broken washroom lock can be tougher than changing an engine starter, Busch said. But Prud'Homme says components come at a lower cost than parts for newer jets and can be sourced easily enough. While flying on a creaky plane from the '70s might give some passengers the jitters, there is little evidence of safety issues. A 2014 study by the MIT International Center for Air Transportation found there is no link between aircraft age and fatal accident rates in North America and Europe. Proper maintenance is far more important than the manufacturing date, said Pierre Clément, director of aviation at Glencore Canada's Raglan Mine, which sits in Nunavik near the northernmost tip of Quebec. 'There's no concern as far as safety is concerned because the airplanes are maintained,' he said. Glencore, whose two 46-year-old 737-200s rank among the 15 oldest passenger planes worldwide, flies a mechanic on every trip along with numerous replacement parts, Clément said. To avoid unexpected repairs, the company takes precautionary steps such as changing the tires after fewer landings than most carriers would. 'We know that if an airplane breaks down at the mine, it will cost a lot of money to fix it there,' he said. Though still a linchpin of remote air travel, Canada's stable of senior 737-200s may shrink as new solutions emerge. Glencore is taking ground temperature tests year-round to see if decreasing permafrost would allow for an asphalt runway. An airstrip made of aluminum planks is another option, but pricier. The Quebec government announced last year it would commit up to $50 million to treat the gravel runway in Puvirnituq with a product that will make the strip harder and less prone to kicking up debris, among other renovations. "We're working with Transport Canada to be able to fly a modern jet on a new surface type," said Busch. He hopes to get a greenlight for newer planes to take off there as early as next year. This report by The Canadian Press was first published May 18, 2025. Christopher Reynolds, The Canadian Press
Hamilton Spectator
18-05-2025
- Hamilton Spectator
Why Canada hosts more old passenger jets than any other country — by far
MONTREAL - Each morning, travellers and cargo take off from Montreal's Trudeau airport for a 1,600-kilometre flight to Puvirnituq in northern Quebec aboard a nearly 50-year-old Air Inuit plane. This seasoned Boeing 737 previously cruised the skies above Europe and Central Africa for now-defunct carriers in France, Gabon and the Congo. But now its trips are all-Canadian, shuttling people, food and building materials between the country's second-biggest city and a village of 2,100. The aging aircraft is no outlier in Canada, which plays host to more old jets deployed for passenger service than any other country. Their age can pose challenges for maintenance and fuel efficiency, while others question the safety of second-hand haulers, but operators say they are ideally suited for commercial flights to remote destinations. Thirteen of the 30 oldest jets in the world carrying travellers on scheduled or charter routes are operating in Canada, according to figures from ch-aviation, an industry data provider. All 13 are Boeing 737-200s between 42 and 52 years old. Venezuela is the runner-up, with six jets in the top 30. The United States notches three. Counterintuitively, Canada's sprawling geography, harsh weather and rugged airstrips are the reason it relies more heavily on old planes than on newer, sleeker models. 'The reason why Air Inuit still flies the 200 series is not by choice but by obligation,' said CEO Christian Busch, whose 36-plane fleet includes four of the classic narrow-bodies. Three — all among the oldest 30 globally — house passengers in the back half and freight in the front. Much of the rationale boils down to unpaved runways. 'We're still flying aircraft on gravel runways, and the 737-200 is the only aircraft approved to land — jet aircraft approved to land — on gravel to this date,' he said. That's because the beefy Boeing, which entered into service in 1968 and ceased production 20 years later, was designed to be fitted with a gravel kit. That modification includes a deflector on the nose wheel that shields the underbelly from flying rock fragments. It also blows compressed air in front of each engine to prevent debris from entering the turbofans, which could be damaged and shut down. All but seven of Canada's 117 'remote northern airports' are unpaved, according to a 2017 auditor general's report on aviation infrastructure in the North. 'We have a 737-800 on the fleet. I would love to fly that aircraft up north, but where can I land it?' asked Marco Prud'Homme, president of charter airline Nolinor Aviation. 'I mean, it's all unpaved runways.' While some of its vintage Boeings fly to villages, about half of Nolinor's flights descend on a half-dozen remote mines, transporting workers, groceries and supplies via 737-200 to an open-pit project in Nunavut and other northern operations. Mining companies avoid paving runways in part because asphalt and concrete are harder to rehabilitate when the site closes. More importantly for northern areas, permafrost can melt in the summer, creating cracks or large ripples in the runway. 'If you pave the runway, after one year you will have to start again,' Prud'Homme said. While many airlines deploy a mix of turboprop planes — which can land on gravel — and jets, the former are far slower and thus less appealing for passenger travel. 'If you have to use a turboprop aircraft to get there, it's going to take forever,' said Prud'Homme, whose 14-aircraft fleet includes nine 'well-loved' 737-200s — more than any other carrier, he claims. Eight are among the 50 oldest passenger jets in the world deployed for passenger service, according to ch-aviation. The two longest-serving veterans are 50 and 51 years old, making them third- and fourth-oldest globally, right behind a pair of U.S.-based charter jets, the oldest of which was built in 1971 — for the now-defunct Canadian Airlines. Geriatric planes are not without issues. They guzzle more fuel and cause greater maintenance headaches, said Air Inuit's Busch. 'It's not as easy as maintaining new or modern aircraft,' whose components may be more readily available, he noted. Seemingly basic items can pose big problems. Finding parts to swap out a broken washroom lock can be tougher than changing an engine starter, Busch said. But Prud'Homme says components come at a lower cost than parts for newer jets and can be sourced easily enough. While flying on a creaky plane from the '70s might give some passengers the jitters, there is little evidence of safety issues. A 2014 study by the MIT International Center for Air Transportation found there is no link between aircraft age and fatal accident rates in North America and Europe. Proper maintenance is far more important than the manufacturing date, said Pierre Clément, director of aviation at Glencore Canada's Raglan Mine, which sits in Nunavik near the northernmost tip of Quebec. 'There's no concern as far as safety is concerned because the airplanes are maintained,' he said. Glencore, whose two 46-year-old 737-200s rank among the 15 oldest passenger planes worldwide, flies a mechanic on every trip along with numerous replacement parts, Clément said. To avoid unexpected repairs, the company takes precautionary steps such as changing the tires after fewer landings than most carriers would. 'We know that if an airplane breaks down at the mine, it will cost a lot of money to fix it there,' he said. Though still a linchpin of remote air travel, Canada's stable of senior 787-200s may shrink as new solutions emerge. Glencore is taking ground temperature tests year-round to see if decreasing permafrost would allow for an asphalt runway. An airstrip made of aluminum planks is another option, but pricier. The Quebec government announced last year it would commit up to $50 million to treat the gravel runway in Puvirnituq with a product that will make the strip harder and less prone to kicking up debris, among other renovations. 'We're working with Transport Canada to be able to fly a modern jet on a new surface type,' said Busch. He hopes to get a greenlight for newer planes to take off there as early as next year. This report by The Canadian Press was first published May 18, 2025.
Winnipeg Free Press
18-05-2025
- Winnipeg Free Press
Why Canada hosts more old passenger jets than any other country — by far
MONTREAL – Each morning, travellers and cargo take off from Montreal's Trudeau airport for a 1,600-kilometre flight to Puvirnituq in northern Quebec aboard a nearly 50-year-old Air Inuit plane. This seasoned Boeing 737 previously cruised the skies above Europe and Central Africa for now-defunct carriers in France, Gabon and the Congo. But now its trips are all-Canadian, shuttling people, food and building materials between the country's second-biggest city and a village of 2,100. The aging aircraft is no outlier in Canada, which plays host to more old jets deployed for passenger service than any other country. Their age can pose challenges for maintenance and fuel efficiency, while others question the safety of second-hand haulers, but operators say they are ideally suited for commercial flights to remote destinations. Thirteen of the 30 oldest jets in the world carrying travellers on scheduled or charter routes are operating in Canada, according to figures from ch-aviation, an industry data provider. All 13 are Boeing 737-200s between 42 and 52 years old. Venezuela is the runner-up, with six jets in the top 30. The United States notches three. Counterintuitively, Canada's sprawling geography, harsh weather and rugged airstrips are the reason it relies more heavily on old planes than on newer, sleeker models. 'The reason why Air Inuit still flies the 200 series is not by choice but by obligation,' said CEO Christian Busch, whose 36-plane fleet includes four of the classic narrow-bodies. Three — all among the oldest 30 globally — house passengers in the back half and freight in the front. Much of the rationale boils down to unpaved runways. 'We're still flying aircraft on gravel runways, and the 737-200 is the only aircraft approved to land — jet aircraft approved to land — on gravel to this date,' he said. That's because the beefy Boeing, which entered into service in 1968 and ceased production 20 years later, was designed to be fitted with a gravel kit. That modification includes a deflector on the nose wheel that shields the underbelly from flying rock fragments. It also blows compressed air in front of each engine to prevent debris from entering the turbofans, which could be damaged and shut down. All but seven of Canada's 117 'remote northern airports' are unpaved, according to a 2017 auditor general's report on aviation infrastructure in the North. 'We have a 737-800 on the fleet. I would love to fly that aircraft up north, but where can I land it?' asked Marco Prud'Homme, president of charter airline Nolinor Aviation. 'I mean, it's all unpaved runways.' While some of its vintage Boeings fly to villages, about half of Nolinor's flights descend on a half-dozen remote mines, transporting workers, groceries and supplies via 737-200 to an open-pit project in Nunavut and other northern operations. Mining companies avoid paving runways in part because asphalt and concrete are harder to rehabilitate when the site closes. More importantly for northern areas, permafrost can melt in the summer, creating cracks or large ripples in the runway. 'If you pave the runway, after one year you will have to start again,' Prud'Homme said. While many airlines deploy a mix of turboprop planes — which can land on gravel — and jets, the former are far slower and thus less appealing for passenger travel. 'If you have to use a turboprop aircraft to get there, it's going to take forever,' said Prud'Homme, whose 14-aircraft fleet includes nine 'well-loved' 737-200s — more than any other carrier, he claims. Eight are among the 50 oldest passenger jets in the world deployed for passenger service, according to ch-aviation. The two longest-serving veterans are 50 and 51 years old, making them third- and fourth-oldest globally, right behind a pair of U.S.-based charter jets, the oldest of which was built in 1971 — for the now-defunct Canadian Airlines. Geriatric planes are not without issues. They guzzle more fuel and cause greater maintenance headaches, said Air Inuit's Busch. 'It's not as easy as maintaining new or modern aircraft,' whose components may be more readily available, he noted. Seemingly basic items can pose big problems. Finding parts to swap out a broken washroom lock can be tougher than changing an engine starter, Busch said. But Prud'Homme says components come at a lower cost than parts for newer jets and can be sourced easily enough. While flying on a creaky plane from the '70s might give some passengers the jitters, there is little evidence of safety issues. A 2014 study by the MIT International Center for Air Transportation found there is no link between aircraft age and fatal accident rates in North America and Europe. Proper maintenance is far more important than the manufacturing date, said Pierre Clément, director of aviation at Glencore Canada's Raglan Mine, which sits in Nunavik near the northernmost tip of Quebec. 'There's no concern as far as safety is concerned because the airplanes are maintained,' he said. Glencore, whose two 46-year-old 737-200s rank among the 15 oldest passenger planes worldwide, flies a mechanic on every trip along with numerous replacement parts, Clément said. To avoid unexpected repairs, the company takes precautionary steps such as changing the tires after fewer landings than most carriers would. 'We know that if an airplane breaks down at the mine, it will cost a lot of money to fix it there,' he said. Winnipeg Jets Game Days On Winnipeg Jets game days, hockey writers Mike McIntyre and Ken Wiebe send news, notes and quotes from the morning skate, as well as injury updates and lineup decisions. Arrives a few hours prior to puck drop. Though still a linchpin of remote air travel, Canada's stable of senior 787-200s may shrink as new solutions emerge. Glencore is taking ground temperature tests year-round to see if decreasing permafrost would allow for an asphalt runway. An airstrip made of aluminum planks is another option, but pricier. The Quebec government announced last year it would commit up to $50 million to treat the gravel runway in Puvirnituq with a product that will make the strip harder and less prone to kicking up debris, among other renovations. 'We're working with Transport Canada to be able to fly a modern jet on a new surface type,' said Busch. He hopes to get a greenlight for newer planes to take off there as early as next year. This report by The Canadian Press was first published May 18, 2025.
The Journal
15-05-2025
- Business
- The Journal
What role do Irish companies have in the US deportation industry?
DEPORTATION FLIGHTS IN the United States have come under increased scrutiny amid a crackdown on immigration. This deportation policy has caused significant controversy within the US which could spill over to those associated with the deportation industry. With Ireland being a hub for aircraft leasing companies, The Journal Investigates team looked at the links between Irish companies and the operators of deportation flights in the US. We found that two Irish aircraft leasing companies are leasing planes to operators running deportation flights for US Immigration and Customs Enforcement (ICE). Several other international companies with offices in Ireland also have links to these airlines operating deportation flights from the US. Some of these planes owned by Irish companies may also be being used to facilitate this crackdown, though it is unclear whether specific planes leased from Irish companies were used. Our investigation team examined Irish links to two deportation flight operators — GlobalX and Avelo. Both companies have attracted criticism and, in Avelo's case, protests, over their involvement with ICE's deportation flights. These airlines are customers of Irish aircraft leasing companies Genesis and Aercap. Our team also found links between these airlines and three companies with offices in Ireland — Airborne Capital, WNG Capital and DAE Capital. The leasing of planes is a common practice in the commercial aviation industry, and Ireland has become a hub for these companies. Roughly a quarter of the world's commercial planes are owned by companies based in Ireland. In supporting an important industry to the economy, the Irish government has previously supported some of the companies involved through funding or millions in investments. Irish companies leasing to deportation charters Genesis is an aircraft leasing company headquartered in Dublin, which The Journal Investigates has found is leasing planes to two operators of ICE deportation flights. The company's website prominently features an agreement to lease an Airbus A320 plane to GlobalX, a charter airline based in Miami, Florida. GlobalX operates the majority of deportation flights on behalf of ICE. Our team contacted GlobalX for comment but did not receive a response prior to publication. It also announced in December 2023 that Genesis had acquired two Boeing 737-800 planes. These planes were then leased to low-cost US airline Avelo. Avelo has recently signed a long-term contract with ICE to carry out deportation flights for the agency. A spokesperson for Avelo told The Journal Investigates that three 737-800 planes will be used and that 'flights will be both domestic and international to support the Department [of Homeland Security's] deportation efforts'. Aviation data suggests that the company currently has 12 of these 737-800 planes in its fleet. Avelo has faced protests and backlash to its agreement with ICE to operate deportation flights. Alamy Stock Photo Alamy Stock Photo Advertisement Investigations like this don't happen without your support… Impactful investigative reporting is powered by people like you. Support The Journal Investigates Avelo founder and CEO Andrew Levy also said: 'Regardless of the administration or party affiliation, as a US flag carrier, when our country calls and requests assistance, our practice is to say yes,' adding that the company also flew deportation flights under the Biden administration. It is unclear whether the specific planes leased by Genesis to GlobalX and Avelo are used in deportation flights and Genesis did not respond to a request for comment prior to publication. AerCap, an Irish-American company with headquarters in Dublin, is also leasing planes to Avelo. The company lists Avelo as one of its customers on its website. Aviation data suggests that a 737-800 is among the planes leased to Avelo, the same type of plane used in the deportation flights. However, it is not clear if the specific plane leased by AerCap is used in the deportation flights. Our team reached out to AerCap for comment, but we did not receive a response prior to publication. There is no suggestion that any of the leasing companies with bases in Ireland have actively endorsed the controversial deportation policy of the US administration. Leading worldwide hub Aircraft leasing is 'a significant contributor to the Irish economy', according to Michael McGrath in 2023, when he was Minister for Finance. At the launch of a PWC report on the industry he said that 'Government will continue to support the industry and take actions to ensure Ireland remains the leading worldwide hub for aviation leasing firms long into the future'. That report found that the industry is worth almost €900 million to Ireland's economy and it supports over 8,500 jobs. Many companies choose to set up in Ireland due to its favourable corporate tax rate and regulatory stability, much like how many of the world's big tech companies have a presence in Ireland. Both Genesis and AerCap have both benefited from this State investment in the industry. In 2018, Genesis received a €50m investment from the Ireland Strategic Investment Fund (ISIF), according to a press release by ISIF at the time. At the time, Eugene O'Callaghan, then director of ISIF, said: 'Our investment will support Genesis in its plans to scale its operations substantially and, by managing the targeted fleet of narrowbody planes from Ireland, Genesis is expected to create significant opportunities for maintenance, repairs and overhaul service providers throughout Ireland'. The ISIF is Ireland's sovereign wealth fund and is managed and controlled by the National Treasury Management Agency (NTMA), which reports to the Minister for Finance. Genesis also received a further €13m investment from ISIF in 2021 to support its 'ongoing operations', according to another ISIF press release. On the Genesis website, the investment from ISIF is prominently featured as one of the company's shareholders. It says that it was 'designed to enable Genesis to scale its existing Irish operations and allow for a significant component of the enlarged Genesis fleet'. A spokesperson for ISIF told The Journal Investigates , that 'this investment has been structured from the start as an indirect, non-controlling, minority investment'. A spokesperson for the Department of Finance referred to the statement from ISIF, adding that they had nothing further to add. AerCap has also previously received state support. Sign up The Journal Investigates is dedicated to lifting the lid on how Ireland works. Our newsletter gives you an inside look at how we do this. Sign up here... Sign up .spinner{transform-origin:center;animation:spinner .75s infinite linear}@keyframes spinner{100%{transform:rotate(360deg)}} You are now signed up In 2015, the Department of Enterprise, through IDA Ireland, invested in the company which resulted in the creation of 'over 100 new highly skilled jobs in Ireland', a government press release stated. The monetary value of this investment is unclear. A spokesperson for IDA Ireland confirmed to The Journal Investigates that AerCap is a client of IDA Ireland, but said it 'does not comment on specific matters relating to client business'. A spokesperson for the Department of Enterprise declined to comment, referring to the statement from IDA Ireland. Screenshot from deportation video shared by El Salvador President Nayib Bukele showing two planes operated by GlobalX (Global Crossing Airlines is GlobalX's official company name). X X Other companies in Ireland also linked to deportation charter Dublin-based aircraft leasing company Airborne Capital is another Irish company that has links with GlobalX. In 2023, the company announced that GlobalX had taken delivery of an Airbus A320 on lease from Airborne Capital. Other companies with links to Ireland also include WNG Capital, an aircraft leasing company whose global operations are based out of its offices in Dallas, Texas and Dublin. GlobalX is listed as a customer of WNG Capital on the company's website. Like AerCap, WNG Capital is a client of IDA Ireland. A spokesperson for IDA Ireland said it 'does not comment on specific matters relating to client business' when asked about the links to GlobalX. DAE Capital, a Dubai-based company with offices around the world, including Dublin, is another that lists GlobalX as one of its customers on its website. It is not clear if the planes leased to GlobalX by these companies are used in the deportation flights. Because US law restricts the ownership of planes to citizens, some US banks offer aircraft ownership trusts which are used by companies and individuals to register the plane with the Federal Aviation Administration. These agreements are common for businesses, however, they are also confidential meaning it is not possible to determine who owns a specific plane as the bank trust is listed as the registered owner. Our team reached out to Airborne Capital, WNG Capital and DAE Capital but did not receive a response prior to publication. GlobalX remains at the centre of ICE's deportation efforts. In March of this year, the Trump administration deported Venezuelan migrants to El Salvador despite a judicial order that the planes carrying them be turned around. Video footage circulated by El Salvador President Nayib Bukele shows three planes on the runway with GlobalX company branding and flight tracking data confirms these were operated by the airline. We asked GlobalX about these flights but it did not respond. These migrants were transferred to El Salvador's notorious mega-prison. The deportations sparked reaction from across the world, including a protest march in Caracas, the capital of Venezuela. The Journal Investigates Reporter: Conor O'Carroll • Editor & Additional Reporting: Maria Delaney • Social Media: Cliodhna Travers • Main Image Design: Lorcan O'Reilly Investigations like this don't happen without your support... Impactful investigative reporting is powered by people like you. Over 5,000 readers have already supported our mission with a monthly or one-off payment. Join them here: Support The Journal
New Straits Times
14-05-2025
- New Straits Times
South Korea Jeju Air crash families file criminal complaint against minister, 14 others
SEOUL: Families of victims from the Jeju Air plane that crashed in December have filed a criminal complaint against 15 people including South Korean government officials and airline safety representatives, their lawyers said on Tuesday. Families of 72 of the victims from the Jeju Air crash on December 29 said they were initiating the legal action against officials including transport minister Park Sang-woo alleging negligence in managing safety risks as well as violations of the Aviation Safety Act. The crash at South Korea's Muan Airport killed 179 people, the deadliest air disaster on the country's soil. The statement released by lawyers of the bereaved families said a more thorough investigation was needed on the decision to attempt a return to land immediately after a bird strike, on the maintenance of the aircraft's engine, and on whether the construction of a runway embankment was appropriate. The Jeju Air Boeing (BA.N) 737-800 overshot Muan Airport's runway as it made an emergency belly landing and crashed into an embankment containing navigation equipment known as localisers, killing all but two of the 181 passengers and crew members on board.
