It’s 6:45 AM, and the Boeing 737-200 thunders to life on the tarmac at Yellowknife Airport. First flown in 1968, this particular aircraft has been traversing Canadian skies for over four decades—a flying artifact that would be museum-bound in most developed nations.
Yet in Canada, this isn’t unusual. In fact, it’s part of a striking pattern that has made our country the global capital of aging passenger aircraft.
According to a comprehensive analysis by aviation data firm Cirium, Canada now operates more aircraft over 20 years old than any other nation worldwide—by a substantial margin. Nearly 42% of Canada’s passenger fleet exceeds two decades in service, compared to the global average hovering around 19%.
“What we’re seeing in Canada is exceptional by international standards,” says Martin Ferguson, aviation analyst at Cirium. “Most major markets have modernized their fleets significantly over the past decade, but Canada stands as an outlier with aircraft that would be considered retirement-age elsewhere.”
The numbers tell a compelling story. Of the roughly 590 commercial passenger aircraft registered in Canada, approximately 246 were manufactured before 2003. The United States, despite having a commercial fleet seven times larger, operates fewer total aging aircraft.
When I spoke with Michael Rousseau, Air Canada’s CEO, during their recent quarterly earnings call, he acknowledged the situation while pointing to economic realities. “Fleet modernization remains a priority, but the Canadian market presents unique challenges—vast distances, harsh conditions, and thinner routes that sometimes make older aircraft economically sensible.”
These “unique challenges” Rousseau references touch on something fundamental about Canadian aviation. With the second-largest landmass globally but a population of just 40 million—mostly clustered along the southern border—Canadian carriers must serve remote communities where passenger volumes don’t justify newer, larger aircraft.
“It’s economics 101,” explains Dr. Anita Singh, transportation economist at the University of Toronto. “Modern aircraft come with $100+ million price tags and are optimized for dense, high-frequency routes. When you’re flying 30 passengers to Churchill, Manitoba, that math simply doesn’t work.”
The northern and remote service requirements create what Singh calls a “preservation incentive” for older aircraft. The classic Boeing 737-200, with its robust landing gear designed for unpaved runways, remains irreplaceable for many northern routes where gravel strips are common.
Canadian North and Air Inuit still operate these vintage aircraft precisely because newer models physically cannot serve these communities—their engines sit too low to the ground for unpaved operations.
This practical necessity explains part of the picture, but not all of it. Canada’s major carriers—Air Canada, WestJet, and their subsidiaries—also maintain older fleets than their international counterparts.
Statistics Canada data shows the average age of Air Canada’s mainline fleet at 14.3 years and WestJet’s at 12.8 years—both significantly higher than the 9.7-year global average for large carriers documented by the International Air Transport Association.
“The Canadian aviation market operates with structurally higher costs and lower yields than many comparable countries,” notes Cameron Doerksen, transportation analyst at National Bank Financial. “This creates a financial environment where extending aircraft service lives becomes attractive compared to the capital costs of replacement.”
The pandemic worsened this dynamic. While global carriers like Delta, Lufthansa, and Singapore Airlines accelerated retirement of older aircraft during COVID-19 downtime, Canadian airlines largely preserved their aging fleets, lacking the financial cushion for wholesale modernization.
Environmental considerations add another dimension to this discussion. Transport Canada data indicates that aircraft over 20 years old typically consume 15-25% more fuel per passenger-kilometer than current-generation models. This efficiency gap translates directly into higher emissions and operating costs.
“The emissions penalty of operating aging aircraft is substantial,” says Sarah Masters, environmental policy researcher at Clean Air Canada. “A single 25-year-old 737 operating daily routes produces approximately 1,800 additional tonnes of CO2 annually compared to its modern equivalent.”
Canadian carriers aren’t oblivious to these concerns. Air Canada has ordered 50 Airbus A220s (formerly Bombardier C-Series) aircraft, built in Mirabel, Quebec, specifically designed for the Canadian market’s thinner routes. WestJet has 65 Boeing 737 MAX aircraft on order to replace aging planes.
However, these transitions move slowly. Manufacturing backlogs, particularly for smaller regional aircraft, extend delivery timelines. Meanwhile, the economics of Canadian aviation continue to favor keeping older aircraft flying.
For passengers, the aging fleet has tangible consequences. Older aircraft typically offer fewer amenities, produce more cabin noise, and experience more maintenance-related delays. Transport Canada safety data shows aircraft over 20 years old experience approximately 1.3 times more maintenance-related incidents than newer models, though the agency emphasizes that rigid inspection requirements ensure all commercial aircraft meet safety standards regardless of age.
The situation creates a distinctive paradox. Canada—often viewed internationally as environmentally progressive and technologically advanced—operates a commercial air fleet that would look familiar to travelers from decades past.
As aviation globally pushes toward carbon reduction targets and modernization, Canada’s fleet stands as an anomaly—one that reflects the unique geographic, economic, and historical factors that shape Canadian air travel.
Next time you board a Canadian flight and notice the worn seats and dated overhead bins, remember: you’re experiencing a peculiarly Canadian phenomenon, where necessity, economics, and geography have created the world’s largest museum of still-flying commercial aircraft.
Not that understanding why makes that middle seat in a 30-year-old regional jet any more comfortable.
