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Global News
23-05-2025
- Global News
Canada hosts more old passenger jets than any other country. Here's why
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. Story continues below advertisement 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 airstrips. 1:28 Boeing workers to vote on new wage deal Air Inuit flies aircraft on gravel runways, and the 737-200 is among the few jets approved to land on such surfaces. Story continues below advertisement 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. Get daily National news Get the day's top news, political, economic, and current affairs headlines, delivered to your inbox once a day. Sign up for daily National newsletter Sign Up By providing your email address, you have read and agree to Global News' Terms and Conditions and Privacy Policy 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. Story continues below advertisement 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. 1:54 Can airlines, officials better forecast severe turbulence to help avoid it? But Prud'Homme says components come at a lower cost than parts for newer jets and can be sourced easily enough. Story continues below advertisement 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. Story continues below advertisement 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.
India Today
22-05-2025
- Politics
- India Today
Jai MATA Di: How Trump is evolving as world's greatest broker
Soon after landing at Mar-a-Lago from Qatar in his gift jet, a dead chuffed Donald Trump sat pensively at his signature gold-plated desk. Sipping a covfefe, lost in the eyes of his Carrara marble bust set on a platinum pedestal, he teared up with gratitude for the success of his Gulf deals. Gratitude for the only person he loves, admires, envies, worships, covets and obsesses about. He decided to put it all down on paper. A fly on the wall caught him in the act, here are the details, tongue firmly in a stormy cheek:advertisementDear Donald,Muah. Beautiful man, beautiful. Lovely hair. Nice suit. Great undies. Man, nobody does Trump better than you. Such yuuuge achievements. Excellent deals, man. But of course, nobody makes deals better than you. Except me. You're Making America Trade Again. From MaGa, you've gone full MaTa. As my friend Vivekadamdama Ramaswami would've said, Jai MaTa di!That jet. Ooh. How did you swing the deal, man? (Winks.) Quid-pro-quo? A backroom deal with Trump Investments?Conflict of interest? Donald's wife and all, or was it Caesar's? My beautiful foot! Didn't Grover Cleveland accept the Statue Of Liberty—lovely girl—from the French? (Pouts). I know, I know, the idiots are saying it's not a gift to the nation. But Potus is us, US is Potus. Nobody does Potus better than you. Except me. Nobody treats the world like a pot better than us. Trust man. You got the Qatari blokes to sign a $1.2 trillion agreement; Riyadh Sheekhs are game for $600 billion. They're gonna do Boeings, weapons, drones, Starlink, Neuralink, Tesla, Nvidia, India, Golf Courses, That Jihadi from Damascus is gonna do a Trump Tower. Everyone's riding this gravy jet to the Gulf and back—Musk, Eric, Jared, Jr, and the Trump Organisation. Man, you're MaGa, and MaTa (Making Trump Great Again). Believe me!See, that's the point of having a broker in the Oval Office. You can sell anything, including MaTa, MaGa, GuGu, GaGa. And nobody brokers better than you. Except me. Because, unlike the woke sentimental fools, you know the price of everything, and the value of nothing. Bro, gotta reward you with the GloBro—Global Broker Of The Year. From POTY to BOTY, we rock, bro!Ah, the rewards (drools). Nobels for Peace, Economics, Chemistry, Physics and Biology are also coming. Peace because you stopped that 1000-year war somewhere (thank god for myself). Economics because you took Sharif and Munir, great countries both, out on a beautiful dinner date and asked them tomake crypto not war. Told Munni and Shabby, 'Look guys, if you stop, I'll let Trump coins be Pak's national currency. Then we can do tremendous trade—Trump mints, Trump buys, Trump sells, Pak pays.' Both were so grateful that in their excitement they started licking my, er, the Peace deal, then. Chemistry, Physics because of your great Biology—the best in the world, tremendous. Great genetic history, great biology—oh, man, what a you've the Nobel for Literature too. Was a no contest, literally. Nobody does double-speak better than you. (Let's call it Nobel for Goebbels, ha!) How beautifully you backed off from the Ukraine war. The Kiev to great diplomacy is trickery. That TaTa from Nata, or was it Nato, to MaTa with Papa Putin– the guy's got rare natural elements, tremendous abs, man. (Caresses his belly). Not better than yours, man. that we already have so many in the bag, got to sweep all the Nobels. Is there one for the environment? Let's do a MaTa of all green deals—zero tariff on solar panels shaped like my handsome face. Lovely, even the sun's gonna be grateful for that sight! Yuuge subsidies for wind farms with my hair flying in the wind as the logo. Fitting, so fitting. I'm the dad of all wind for Nukes–or is it de-nuke? Let's call the Ayatollah, give Iran an exclusive franchisee of McDonald's in Israel. Nobody does McDonald's better than the Real Kim, our friend—cutie, muah—gotta give him something he can't resist. Umm, a Trump statue in gold in Pyongyang. High as his highness—that's what he called me (tears up). With a Trumpet that sings, 'Heil, Jung, Heil, Trump, It's early morning, let's take a dump.' The Koreans call a song a nore, but we'll not let them snore. Nobody gibbers like me. Believe of songs, even a Grammy is a done deal, I hear. They call you the Gimme Prez—the prez who is always singing 'Gimme, gimme, a deal at midnight.' Great song, Beatles, but I got a better one:Old Man Donald Had A Farm, Oh Ya, Oh Ya, OhOn That Farm He Had Some Chics, Oh, Ya, Oh Ya, OhOld Man Donald Had A FarmOn That Farm He Had Some BullsAnd then the world was full of sh**Old Man Donald That Doesn't RhymeTremendous, Beautiful, It's FineOh Ya, Oh Ya, man, gotta go. Nobody goes off better than me. She's waiting for me —I mean Xi. Gotta do some tariffs. Nobody does tariff better than me, in any language. Jai, MaTa di!advertisementYour Biggest FanSignedDonald Trump(Potus who FlotusIn His Own GlotusHoist with own petardOn every trade boulevard)
Yahoo
21-05-2025
- Politics
- Yahoo
US officially accepts gifted jumbo jet from Qatar
Despite sharp criticism, the administration of US President Donald Trump is accepting an expensive aircraft as a gift from the leadership in Qatar. The US Department of Defense announced that it is accepting a Boeing 747 in accordance with all rules and regulations, which is to be upgraded to serve as Air Force One for Trump. During the retrofitting of the jumbo jet, appropriate security measures for the transport of the US president would be ensured, it said. Reports indicate that the aircraft is valued at approximately $400 million. The expensive gift from a foreign partner raises legal and ethical questions. Democrats are calling it "blatant corruption" and have threatened protest actions in the US Congress. The plans had already become public days ago, shortly before a trip by Trump to Saudi Arabia, Qatar and the United Arab Emirates. The idea of the gifted plane caused great outrage. While the Qatari side initially remained silent for a longer period, Trump spoke quite openly about the project and defended it vehemently. Over several days, he argued that it would be nonsensical and even stupid to reject such an offer for a free, very expensive aircraft — after all, it would only save US taxpayers money. During his Middle East trip, the US president also complained that the current US government aircraft is already very old. The Gulf states, on the other hand, have new Boeings. The US government plane looks much smaller and less impressive in comparison, Trump said. Qatar's government also dismissed the criticism. It is a very simple government-to-government business, Qatari Prime Minister Mohammed bin Abdulrahman Al Thani told US broadcaster CNN. He said it was a normal transaction and he did not understand the many discussions on the subject. Experts suggest that the conversion of the jumbo jet into the new government aircraft is likely to be very costly and time-consuming due to the high security requirements. The US government has already ordered new planes from Boeing, but their delivery is delayed.
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
Vancouver Sun
18-05-2025
- Vancouver Sun
Why Canada's north relies on 50-year-old jets to keeps passengers, supplies moving
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. Start your day with a roundup of B.C.-focused news and opinion. By signing up you consent to receive the above newsletter from Postmedia Network Inc. A welcome email is on its way. If you don't see it, please check your junk folder. The next issue of Sunrise will soon be in your inbox. Please try again Interested in more newsletters? Browse here. 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 Clement, 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, Clement 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 green light for newer planes to take off there as early as next year. Our website is the place for the latest breaking news, exclusive scoops, longreads and provocative commentary. Please bookmark and sign up for our daily newsletter, Posted, here .
