As of April 2025, Les Investissement Nolinor Inc., operating as Nolinor Aviation, reigns as the world’s largest Boeing 737-200 operator.
The carrier, a Canadian charter airline based in Mirabel, Québec, just outside Montréal, operates five of the 44 still in service around the world. out of 1,114 built.
Founded in 1992 and commencing operations in 1997, Nolinor employs 200 people under President Marco Prud’Homme. Its main base is Montréal-Mirabel International Airport (YMX). Specializing in passenger charter and cargo flights across North America and Europe, Nolinor’s 737-200s, equipped with gravel kits, are uniquely suited for northern Canada’s unpaved runways, cementing their dominance in a fading fleet.
This iconic jetliner makes Nolinor indispensable for remote communities and industries where no other jet can service.
The Boeing 737-200 Fleet is Nolinor’s Backbone
Nolinor’s five Boeing 737-200s are the cornerstone of its status as the largest operator of this historic jet. Four are combination passenger/cargo aircraft (combis), configurable for up to 119 passengers, while one (reg. C-GNRD) is solely dedicated to cargo operations. The type is capable of carrying a payload of up to 30,000 lbs.
Ranging from anywhere between the ages of nearly 41 and 51 years old, these jets are equipped with gravel kits, enabling operations on non-paved runways—dirt, gravel, or ice—in remote northern Canada.
The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited.
Nolinor Aviation President Marco Prud’Homme
This capability is vital, as President Marco Prud’Homme stated in a 2024 interview.
“The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited,” Prud’Homme said. “The Northern regions lack road networks, and the permafrost makes constructing traditional paved roads impractical. Therefore, the most efficient and safest way to access mining projects is by air, using gravel runways.”
With bases at Mirabel (YMX), Montréal Metropolitan Airport in St. Hubert (YHU), Edmonton International Airport (YEG) in Alberta, Yellowknife Airport (YZF) in the Northwest Territories, and Winnipeg Richardson International Airport (YWG) in Manitoba, Nolinor leverages its 737-200s to connect Canada’s north, where infrastructure is scarce.
C-GNLK: The Oldest Jetliner in Commercial Service
The crown jewel of Nolinor’s fleet is C-GNLK. Not only is it the oldest Boeing 737 in service today, but it is also the oldest jetliner in commercial operation anywhere in the world. As the 356th 737-200 off Boeing’s Renton, Washington assembly line, this 51-year-old aircraft entered into service with Dutch carrier Transavia in May 1974.
Changing hands 23 times, it briefly operated in the United States for Air Florida (June to December 1983) and Anchorage-based MarkAir (January to May 1984) but spent most of its life in Europe before joining Nolinor. Its endurance demonstrates the 737-200’s robust design and Nolinor’s maintenance expertise, which has been authorized in-house since June 1999.
Out of 1,114 Boeing 737-200s Ever Built, 44 Still Fly Today
Nolinor’s five 737-200s represent over 10% of the 44 still active worldwide, a remarkable share for a single operator. The 737-200, which entered service with United Airlines in 1968 and saw its final commercial passenger flight with Aloha Airlines on March 31, 2008, ended production with the 1,114th delivery to Xiamen Airlines in August 1988. Other operators include:
| Airline | Country | Number of 737-200s |
|---|---|---|
| Aerolíneas Estelar Latinoamérica | Venezuela 🇻🇪 | 1 |
| Aerosucre | Colombia 🇨🇴 | 2 |
| Air Inuit | Canada 🇨🇦 | 4 (3 active) |
| Air Zimbabwe | Zimbabwe 🇿🇼 | 1 |
| Ameristar | USA 🇺🇸 | 1 |
| Aviatsa | Honduras 🇭🇳 | 2 |
| Avior Airlines | Venezuela 🇻🇪 | 1 |
| Basic Capital Management | USA 🇺🇸 | 1 (parked) |
| Buffalo Airways | Canada 🇨🇦 | 1 (delivered March 2025) |
| Canadian Airways Congo | Republic of the Congo 🇨🇬 | 1 |
| Chrono Aviation | Canada 🇨🇦 | 1 |
| Democratic Republic of the Congo Air Force | Democratic Republic of the Congo 🇨🇩 | 1 |
| Ecuadorian Air Force | Ecuador 🇪🇨 | 1 |
| Glencore Canada Corporation | Canada 🇨🇦 | 2 |
| Halla Airlines | Somalia 🇸🇴 | 1 |
| IBM Airlines | Kenya 🇰🇪 | 1 |
| Indian Air Force | India 🇮🇳 | 3 |
| Indonesian Air Force | Indonesia 🇮🇩 | 4 |
| Jayawijaya Dirgantara | Indonesia 🇮🇩 | 1 |
| Mexican Air Force | Mexico 🇲🇽 | 1 |
| Penial Air | Kenya 🇰🇪 | 1 |
| SEAir International | Philippines 🇵🇭 | 1 |
| Sky Capital Cargo | Bangladesh 🇧🇩 | 1 |
| Trans Air | USA 🇺🇸 | 1 |
| Transair | USA 🇺🇸 | 2 (parked) |
| United States Air Force | USA 🇺🇸 | 1 |
| Venezolana | Venezuela 🇻🇪 | 1 |
SOURCE: planespotters.net
Nolinor’s five Boeing 737-200s outnumber all other operators, many of whom fly just one or two.
Nolinor Aviation’s Operational Context and Challenges
While the 737-200s are Nolinor’s backbone, its ten-aircraft fleet includes one 737-300QC (Quick Change capable between cargo and passenger, with a capacity of up to 130 passengers), three 737-400s (up to 159 passengers), and one 737-800. One 737-400 operates for OWG (Off We Go) Airlines, a Nolinor division focusing on charter flights to leisure destinations in the Caribbean, while the 737-800 also supports OWG. (At the time of this writing, OWG’s 737-400 is parked at Miami International Airport (MIA), while the 737-800 is operating intra-Canadian routes. This raises questions about whether OWG is fulfilling its intended mission. Launched during the pandemic, the venture has seemingly struggled to gain traction.)
However, only the 737-200s can handle gravel runways, making them irreplaceable for northern operations.
Maintaining aging aircraft presents challenges, as seen in the November 2024 incident involving one of Nolinor’s 737-400s, C-GGWX. During a flight from Québec City Jean Lesage International Airport (YQB) to Wabush Airport (YWK) in Newfoundland and Labrador, the pilots discovered the left main landing gear was not extending while on approach to an intermediate stop at Saguenay-Bagotville Airport (YBG) in Québec.
Opting to divert to YMX, the aircraft landed safely but sustained substantial damage. All 87 passengers and crew evacuated unharmed. Though not a 737-200, the incident underscores the complexities of operating older jets.
The 737-200’s Unique Role: Lifeline to the North
The Boeing 737-200‘s unique role in Nolinor’s operations stems from its unmatched ability to operate on gravel runways, a feature no other jet in commercial service can replicate. Northern Canada’s remote regions, characterized by vast distances, permafrost, and minimal infrastructure, rely heavily on air transport.
The 737-200’s gravel kits—special modifications including reinforced landing gear, protective shields, and anti-skid systems—enable it to land on unpaved surfaces like dirt, gravel, or ice, common in mining camps, Indigenous communities, and exploration sites. These runways, often carved from the rugged terrain, are the only viable access points where roads are nonexistent or impractical due to permafrost destabilizing traditional pavement.
For Nolinor, the 737-200s are not just aircraft but lifelines, delivering essential supplies, equipment, and personnel to places inaccessible by other means. The jets’ combi configuration allows them to carry up to 119 passengers or 30,000 lbs of cargo, adapting to diverse needs—whether transporting workers to a mining project or delivering food and medical supplies to remote villages.
This flexibility is critical in a region where seasonal weather extremes, from Arctic blizzards to muddy thaws, further complicate logistics. The 737-200’s ability to operate in these conditions, combined with its jet speed, offers a significant advantage over slower turboprop aircraft, reducing transit times and increasing efficiency for time-sensitive cargo like perishable goods or urgent machinery parts.
Unlike newer jets requiring long, paved runways, the 737-200 can access short, rudimentary airstrips carved into the wilderness, often less than 5,000 feet long. This capability has kept the jets in demand for mining companies, government contracts, and community support, where they serve as the primary link to the outside world. For example, Nolinor’s bases in Yellowknife (YZF) and Edmonton (YEG) position its 737-200s to serve the Northwest Territories and Alberta’s resource-rich regions, where gravel runways are standard.
The 737-200’s rugged versatility also appeals to aviation enthusiasts and historians, who marvel at its ability to thrive in environments that would ground modern jets. Yet, this unique role comes with responsibility—Nolinor’s in-house maintenance ensures these aging jets remain airworthy, a task made more critical by their specialized operations.
Nolinor Looks Forward While Holding On to What Makes It Tick
Nolinor plans to introduce the eco-friendly, blended-wing Natilus Kona cargo aircraft by the decade’s end, signaling a modernization push. Until then, its 737-200s remain indispensable, connecting Canada’s north with unmatched capability.
As the largest operator of this iconic jet, Nolinor Aviation preserves a piece of aviation heritage while serving some of the world’s most challenging routes, captivating those who long for the golden age of aviation.
They might be loud, and they’re definitely smoky. But the Boeing 737-200 is one beautiful engineering masterpiece. And it’s good to know they aren’t going anywhere anytime soon–at least at Nolinor Aviation.
