In Latin America, older Boeing 737-200s are still used by commercial airlines and air forces. Venezuelan carriers such as Venezolana operate YV3471 (delivered in 1978), while Estelar and Avior also keep early-1980s models running. Ecuador’s air force uses FAE-630 (built in 1980) for government transport duties, taking advantage of the jet’s ability to handle high-altitude airports. In Honduras, Aviatsa operates HR-MRZ from 1983.
Indonesia remains one of the largest military operators of the type. The Indonesian Air Force continues to fly multiple units—AI-7301, AI-7302, AI-7303, and AI-7304—all delivered more than four decades ago. Indonesia relies on these planes because they can land on short or undeveloped runways throughout its archipelago.
Canada’s Nolinor Aviation operates C-FTWW (built in 1981), which is equipped with a gravel kit that allows it to land on unpaved runways common in northern regions. This adaptation enables flights to remote communities and mining operations where other jets cannot go.
Several other air forces worldwide continue using the Boeing 737-200 for various missions including logistics and VIP transport. For example, Mexico’s Fuerza Aérea Mexicana operates FAM-3520 (delivered in 1984), while Ecuador and Venezuela also have military variants still active.
These aircraft remain valuable because they can be configured flexibly for passengers or cargo and are smaller than widebody transports but offer greater range than turboprops. Militaries often keep them longer than commercial airlines because their operational needs differ from strict economic calculations typical of passenger carriers.
A ranking based on data from ch-aviation shows that most of these long-serving jets were delivered between the early 1970s and early 1980s:
1. Indian Air Force – K3187 – Delivered: 1971 – Age: 55 years
2. Venezolana – YV3471 – Delivered: 1978 – Age: 48 years
3. Indonesian Air Force – AI-7304 – Delivered: 1978 – Age: 47 years
4–10 include further examples from Ecuadorian Air Force, Penial Air (Kenya), Nolinor Aviation (Canada), Canadian Airways Congo, Jayawijaya Dirgantara (Indonesia), among others—all over four decades old.
Despite their age, many receive upgrades to avionics or interiors as needed by their operators rather than being retired due to inefficiency alone.
Since entering service with United Airlines in 1968, the Boeing 737-200 has shown significant staying power thanks to its durable design and adaptability to specialized roles—especially where newer jets may not be suitable due to runway conditions or logistical requirements.
For those interested in aviation history or classic aircraft operation today, flights aboard surviving “Baby Boeings” provide an opportunity to experience a part of aviation heritage that continues serving practical needs around the globe.
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