Airlines in a Crisis

SAS Forward plan is not going well. The savings they where to get from the pilots was just to big a hill to climb for the unions. Not only wouldn't SAS hire back direct 450 pilots let go under the pandemic. The company tried the ruse with som irish underling companies to hire further pilots on new contracts far from scandinavian union influence. A move that didn't work for Norwegian and now has ended in a total 3 country pilot strike for SAS. Even the last weeks of potential strike has probably brought new bookings down to near 0 because both sides have all the way talked about potential bankruptcy. And now when tens of thousands hollidaymakers every day is looking for alternatives in an already overfull market the SAS reliability it depended on for its necesseraly slightly premium prices is in the dumps. This is a case where all press is not good press. Wonder how Werf got on in negotiations between swedish, danish and norwegian dealbrokers, unionreps and SAS mgmt mainly repre

Now when we have argued that an airline should be based near an airport to not only remember what its all about but also have some commonality so that management can be closer to the action, and office space can be co-used with operational staff, where would Norwegian with time move to. We have already established that Oslo Fornebu closed years ago as an airport and since all the land is sold off for building offices and housing it is not coming back. This means that Norwegian's current office has become so city center near that its prime real estate, and in the expensive Oslo southwest as well so a quick property developer financed buy and flip makes sense, leaving money over for somewhere else. The most likely new location would be somewhere near the OSL Oslo Airport. That is after all Norwegian's main base, where they retracted to for the pandemic lockdown, and where their headoffice management and staff have to go anyway if they want to travel anywhere within its network

Over time Norwegian should be split in 2 units under an umbrella managments to purify the single aircraft type principe of a true Low Cost airline. There can be no profitable Low Fares without Low Costs. The short haul (NSH) 737 part should concentratte on servinf te scandi/nordic market where it can capitalize on its namerecognition and customer belongingness. with additional routes from there to sun destinations and other Norwegian long haul hubs. The long haul (NSL) 787 part should be based elshewhere like Dublin or London Gatwick. Together with overall management of both companies. From here it would become the only really independent Low Fares intercontinental airline. All others are just offspring of full service airlines where the core of the company are not really in it 100%. Both parts should initially during the pandemic offer a Sanitized class and a Couldn't Care Less class (see other post) to appeal to the broadest market and get more flying. As time goes on they