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Why Are There Boeing 737-200s Nonetheless Flying in Canada? –airways

DALLAS — The Boeing 737 stays the preferred plane in historical past. Since its launch in 1965, this airplane has secured greater than 15,000 orders throughout all of the variants. Essentially the most profitable variant of the Boeing 737, the Subsequent Technology, makes up greater than 60% of all of the delivered plane, incomes it the title of the commonest airliner on the planet.

Nonetheless, whereas not so widespread, there may be nonetheless one nation the place you will discover airways right this moment flying the 1967 Boeing 737-200 variant.

The variety of 737-200s working with Canadian registrations in 2022 just isn’t small; A complete of 19 models of the 55-year-old, fuel-inefficient airplane fly often for airways inside Canada.

Air Canada (AC) and WestJet (WS), which function fashionable airliners just like the Airbus A220 or the Boeing 787, share the home market with loads of the oldest 737 plane flying right this moment.

What are the explanations that encourage Canadian airways like Air Inuit (3H), Chrono Aviation (MB), or Nolinor Aviation (N5) to nonetheless function virtually half of the full Boeing 737-200 worldwide airplanes in 2022?

Nolinor Aviation is the most important operator of the Boeing 737-200 right this moment, with 9 models in service. Picture: Mackenzie Cole.

The Boeing 737-200


The Boeing 737 noticed its preliminary design works start in 1964 when Boeing began searching for one other short-haul plane to enhance the not too long ago launched Boeing 727. The North American firm was searching for a small airplane in a position to function quick routes with skinny demand.

Due to that, Boeing wanted to develop an plane that might be tailored to the circumstances of small airports with poorer floor providers. In consequence, they determined so as to add two engines to the plane, which might be mounted immediately beneath and throughout the entire wing chords.

This enabled the 737 to function with a really low touchdown gear, which allowed the bottom crew to have simpler entry to the passenger and baggage compartments of the cabin with no advanced system of floor automobiles.

The Boeing 737-100, the primary variant of the product, solely got here with 31 models constructed. For context, the final -100 in business service was retired in 2003, the Mexican Air Drive retired one in 2004. The primary one constructed, which was operated by NASA its entire life, was preserved in 2004 and is the one 737–100 nonetheless in existence.

The -100 entered service with Lufthansa (LH) in February 1968, adopted by its larger brother, the Boeing 737-200, simply two months later with United Airways (UA). These two variants make up the Boeing 737 “Unique” household.

The Boeing 737-200 proved its success by delivering 1,000 models to regional clients worldwide. The final unit entered service with Xiamen Airways (MF) in August 1988. Since then, the “Child Boeing” has been improved by way of its aerodynamics, gasoline effectivity, and passenger consolation.

Nonetheless, Boeing at all times maintained virtually the precise flying programs and procedures, enabling most pilots to function all variants of the sort with just one certification, decreasing the prices of crew coaching.

The primary Boeing 737-200 entered service with United Airways in 1968. Picture: Aero Icarus, Inventive Commons BY 2.0

Bypass Ratio


The engines chosen to energy the Boeing 737-200 had been the Pratt & Whitney JT8D-1 turbofans, they usually performed an important function in influencing the evolution of the plane all through historical past. These engines, which might present the airplane with a drive of as much as 17,400 kilos, have the precise attribute of being constructed with a 0.96:1 bypass ratio.

The bypass ratio (BPR) of a turbofan engine is the proportion of the air that flows by way of the combustion chamber to the full air mass that enters the engine core. For instance, if a selected engine has an air bypass ratio of 5:1, it means that there’s 5 instances extra air flowing across the compressor than contained in the combustion chamber.

By permitting air to bypass the combustion chamber, plane engines are extra fuel-efficient as a result of they use much less gasoline to ignite the air and add thrust. This is likely one of the causes engine producers race to develop engines with larger bypass ratios to scale back gasoline prices.

The CFM LEAP-1B, which is used to energy the brand-new Boeing 737 MAX household, has a BPR of 9:1, which permits the engine to supply 29,000 pound-force whereas burning 15% much less gasoline than its predecessor. After all, the diameter of the engine must be enlarged if the producer desires so as to add a larger bypass ratio, so the LEAP-1B is 30% bigger than the JT8D-1, with a complete diameter of 176 cm.

The LEAP-1B is the most important engine ever applied in a Boeing 737 airplane. Picture: Casey Groulx/Airways.

Gravel Runway Operations


So why is it that 19 Boeing 737-200s nonetheless fly in such a developed and rich nation as Canada? Enter gravel runways.

Whereas the vast majority of the Canadian inhabitants lives beneath the 50ºN parallel, there may be nonetheless a substantial portion of Canadians that reside and work within the northern provinces of Yukon, Nunavut, and the Northwest Territories. These provinces are very distant from metropolitan areas of the nation and have a tendency to not be rich rural areas.

Some northern cities have managed to construct small airports throughout the territory with quick runways product of gravel to avoid wasting on prices.

Gravel runways pose an issue for many plane. Throughout operations, sand and gravel particles will be absorbed by the engines. This poses a hazard to the integrity of the plane and the flight. To see an plane just like the Boeing 737 MAX, with such giant engines, working on gravel runways is unimaginable.

The 176-cm ​​LEAP-1Bs have a excessive chance of being broken by the gravel lifted whereas touchdown or taking off.

That is the place the Boeing 737-200 comes into play. The small JT8D-1 engines have such a tiny diameter that it’s tough for particles to enter the engine core and trigger injury. By probability, it’s an plane that’s supreme for these kind of operations.

Right this moment, 19 Boeing 737-200s are nonetheless in service for the next Canadian carriers: one for Canadian North (5T), two for Glencore Company, three for Chrono Aviation, 4 for Air Inuit (3H), and 9 for Nolinor Aviation (N5 ).

Nolinor Aviation operates a few of its 737-200s in a COMBI configuration. Picture: Nolinor Aviation

Designed for Gravel Runways


Although the Boeing 737-200 is suited to gravel runway operations due to its low-bypass engines, this does not imply that it’s completely secure to fly the sort into the cruel situations of airports in Northern Canada. The aforementioned airways, in collaboration with Boeing, have designed a collection of particular enhances to the 737-200 that guarantee a 100% secure touchdown and takeoff from gravel runways.

Among the many 10 complete modifications, crucial are the gravel deflectors positioned across the engines and touchdown gear, which assist to dissipate the lifted-up gravel throughout operations to keep away from any injury prompted to the inside core of the engine and the stomach of the plane .

Most of them operate by expelling compressed air from the turbine to blow off any particle of gravel which will hit the airplane throughout takeoff or touchdown.

Moreover, the overwhelming majority of the Canadian Boeing 737-200 fleet is supplied with a COMBI variant of the plane. Which means the cabin of the Boeing 737-200 will be divided into two sections, one for big cargo and the opposite for passengers.

Demand for passenger flights to Northern Canada, whereas current, could be very low. Alternatively, air cargo demand is powerful, as it’s a fast and environment friendly approach to transport items to the remoted cities of the north from the primary southern cities of Canada.

One of many gravel diffusers is positioned simply in entrance of the engine of a 737-200. Picture: Ted Brown Inventive Commons BY 2.0

The Future Alternative of the Boeing 737-200


The principle drawback for Canadian Boeing 737-200 operators just isn’t the very low gasoline effectivity of their plane, because the gasoline value is normally coated by subsidies from the Canadian Authorities. The true drawback, nevertheless, is that the typical age of those plane is 41.3 years. A few of them, like C-GNLK, have been working for airways continually since 1974. These airplanes are very near reaching their bodily operational loss of life by cycles, so airways want a substitute.

Chrono Aviation (MB) did truly obtain final 12 months two newer Boeing 737-800 plane, however these characteristic giant CFM-56 engines and don’t embrace any gravel equipment, eliminating them utterly from a lot of the northern Canadian route community of MB.

Air Inuit (3H), although, has been taking supply since 2008 of second-hand Bombardier Q300 from Europe, and right this moment operates a fleet of 12 complete plane, along with 3 separate Q100s. Canadian North (5T) and Summit Air, alternatively, opted for the acquisition of ATR42 and ATR72 airplanes, several types of turboprop airliners.

Turboprop plane have the professionals towards the 737 of getting larger turbo propeller engines that keep additional away from gravel and don’t have to cope with the difficulty of getting their inside core broken by particles, as there is no inside engine core.

Nonetheless, these plane normally are likely to have very quick ranges and their most payload is so much smaller than a standard jet airliner, so it will be much less worthwhile for Air Inuit to function the Q300 in the long run than to stick with the 737-200s .

Summit Air operates a discrete fleet of 5 ATR72 plane to small gravel airports in Northern Canada. Picture: Liam Funnel/Airways

A Boeing 737-200 With Glass Cockpit?


Nolinor Aviation, alternatively, has provide you with a totally completely different strategy to this situation. Understanding that the Boeing 737-200 is a essential piece of their plans for the long run, they determined to stick with the plane to the top of its operational life and to spend money on its modernization to remain as secure and environment friendly as doable. Due to that, the airline introduced in 2018 a whole cockpit refurbishment for his or her fleet of 9 plane, valued at US$7.5m.

Now, most of this Canadian airline’s fleet of Boeing 737-200 is supplied with a pleasant glass cockpit with up-to-date avionics and navigation programs, just like the Boeing Subsequent Technology’s plane cabins. If the airline has determined to make such an funding in these 40-year-old plane, it signifies that they wish to preserve them till their closing days.

Moreover, Nolinor has proven that the one substitute for a Boeing 737-200 is one other 737-200. The corporate acquired two second-hand 737-200s from African service Angola Airways (DT) in 2019 to help its operations.

One other airline that places its belief within the Boeing 737-200 is Glencore Company, which in 2014 acknowledged that its two remaining models, C-FFAL and C-GXNR, would stay in operation with the airline for an additional 15 years.

The primary ever Boeing 737-200 fitted with a glass cockpit was C-GTUK, a 39.8-year-old airplane. Picture: Nolinor Aviation

Trendy Issues, Outdated Options


The Boeing 737-200, which made its first flight in 1967, has utterly proved that generally essentially the most fashionable and environment friendly airliners aren’t the answer each airline wants.

In a posh and strange state of affairs such because the one occurring on gravel runways in Northern Canada, the “unique” golden Boeing 737 household is flourishing and can proceed to take action within the coming years, permitting remoted communities to remain linked to the remainder of the world.


Featured picture: Miles Aronovitz/Airways

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