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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.
Yahoo
04-02-2025
- Business
- Yahoo
Why a cargo airline is eyeing a radical new aircraft design for its future planes
A Canadian airline plans to expand its fleet with a futuristic "blended-wing body" aircraft. The design would be a first in commercial aviation. The manufacturer plans to also build a 200-person airliner to challenge Boeing and Airbus. Canadian charter airline Nolinor Aviation has agreed to buy an all-new aircraft type known as a "blended-wing body" as it expands beyond its all-Boeing fleet. The futuristic cargo plane "Kona" is being developed by California-based startup Natlius. Its design combines the fuselage and wings into one section that the company says can reduce fuel consumption by 30%. Smaller than some other cargo-specific planes in service today, Kona would complement Nolinor's fleet of larger Boeing 737-200 freighters when it enters service after 2028, all of which are at least 40 years old, President Marco Prud'Homme told Business Insider. "It'll be like opening a new horizon for us, and we can fly to more places that we couldn't in the past," Prud'Homme said. "For example, the 737-200 would be too much capacity for some communities, but a weekly flight with Kona would be perfect." He pointed to its 50% lower operating costs compared to similar plane types and its ability to reach more remote places, land on unpaved terrain, and carry more bulky cargo than competing planes. Nolinor's main business is flying for mining companies in Northern Canada, including carrying passengers and cargo to various sites. Prud'Homme said the airline flies five or six times a day up north. There is little infrastructure in these areas, meaning most of the runways are gravel, grass, ice, or dirt. Nolinor has historically relied on its aging 737-200 aircraft to reach these places, thanks to a special kit that can be equipped on the jetliner. Newer 737 models do not have this ability — greatly limiting Nolinor's fleet options. However, Natlius' Kona aircraft is being designed to tackle the job. Natilus CEO Aleksey Matyushev told BI that Kona's field performance is focused on gravel, dirt, and grass, but it would likely not be ice-capable. He added that the carbon-fiber fuselage would have a special coating to protect it from gravel or other terrain being kicked up, and the propellers would be optimally located away from much debris. While competing propeller aircraft, like the De Havilland Canada Otter or the Pilatus PC-12, can also land on unpaved runways, Prud'Homme said Kona's engine placement was a major selling point. "It's a very costly operation," he said. "When we saw their design has the engines mounted at the back of the aircraft, and basically the aircraft becomes the protection for the engines, we saw that this was a great potential for us." Kona would carry about 8,500 pounds of cargo — far less than the nearly 30,000-pound carrying capability of Nolinor's 737-200. However, Prud'Homme said the smaller Kona's 900-nautical-mile range and nearly 1,200 cubic feet of cargo space would open new market opportunities and is overall better performing than competing options. He explained that one of the mining missions Nolinor is eyeing would require 5,000 to 6,000 pounds of cargo, which Kona could carry and deliver within two hours. Kona's fuel savings also mean it won't need to refuel after one leg, saving time and money. Its side-loading door could create efficiency in loading and unloading. Prud'Homme said the aircraft would largely carry perishable goods, but it could also carry equipment and appliances. He added that the diamond-shaped Kona could also uniquely accommodate awkward-sized items that traditional tube-and-wing planes can't. "Sometimes the problem we have up north is that we bulk out on volume before payload because some of those items are not very heavy, but they take a lot of space," Prud'Homme said. "Kona has a lot of volume capacity, so that's interesting for us." The competing ATR 72-600 freighter, for example, can carry more than twice the weight of Kona but has 150 fewer cubic feet of volume. The Cessna Sky Courier falls short of Kona in both metrics. Beyond Kona, Natilus is also looking to create a 200-passenger BWB airliner named Horizon to challenge Boeing and Airbus. Matyushev previously told BI that the plane isn't expected to hit the market until the early 2030s. But it's expected to fill a perceived market gap that Natilus believes Boeing and Airbus cannot handle. Prud'Homme said Horizon, with its 50% better fuel efficiency than traditional jetliners, could eventually replace Nolinor's 737 aircraft. Matyushev said Natlius is in talks with various companies for both of its planned planes. The company has already secured purchase agreements for Kona from the US cargo airline Ameriflight, a partner of FedEx, DHL, and UPS — and it expects to gain further cargo business in remote places in Alaska, Africa, and India. "The only way to really connect these mines or remote communities is through air travel," Matyushev said. "Of course, freight is a huge part of that whole equation." Read the original article on Business Insider
